Systems and methods for travel planning that calls for at least one transportation vehicle unit

ABSTRACT

Computationally implemented methods and systems that are designed for receiving a request for transporting one or more end users towards a destination location; providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In addition to the foregoing, other aspects are described in the claims, drawings, and text.

CROSS-REFERENCE TO RELATED APPLICATIONS

If an Application Data Sheet (ADS) has been filed on the filing date of this application, it is incorporated by reference herein. Any applications claimed on the ADS for priority under 35 U.S.C. §§ 119, 120, 121, or 365(c), and any and all parent, grandparent, great-grandparent, etc. applications of such applications, are also incorporated by reference, including any priority claims made in those applications and any material incorporated by reference, to the extent such subject matter is not inconsistent herewith.

The present application is related to and/or claims the benefit of the earliest available effective filing date(s) from the following listed application(s) (the “Priority Applications”), if any, listed below (e.g., claims earliest available priority dates for other than provisional patent applications or claims benefits under 35 USC § 119(e) for provisional patent applications, for any and all parent, grandparent, great-grandparent, etc. applications of the Priority Application(s)). In addition, the present application is related to the “Related Applications,” if any, listed below.

PRIORITY APPLICATIONS

For purposes of the USPTO extra-statutory requirements, the present application claims benefit of priority of U.S. Provisional Patent Application No. 61/989,394 titled RIDESHARING SCENARIOS, naming Richard T. Lord and Robert W. Lord as inventors, filed May 6, 2014, which was filed within the twelve months preceding the filing date of the present application or is an application of which a currently co-pending application is entitled to the benefit of the filing date.

The present application constitutes a continuation-in-part of U.S. patent application Ser. No. 14/318,182, entitled METHODS, SYSTEMS, AND DEVICES FOR PROVIDING TRANSPORTATION SERVICES, naming Richard T. Lord, Robert W. Lord, Nathan P. Myhrvold, and Clarence T. Tegreene, as inventors, filed 27 Jun. 2014.

The present application constitutes a continuation of U.S. patent application Ser. No. 14/328,002, entitled SYSTEMS AND METHODS FOR TRAVEL PLANNING THAT CALLS FOR AT LEAST ONE TRANSPORTATION VEHICLE UNIT, naming Richard T. Lord, Robert W. Lord, Nathan P. Myhrvold, and Clarence T. Tegreene, as inventors, filed 10 Jul. 2014.

RELATED APPLICATIONS

None as of the filing date

The United States Patent Office (USPTO) has published a notice to the effect that the USPTO's computer programs require that patent applicants reference both a serial number and indicate whether an application is a continuation, continuation-in-part, or divisional of a parent application. Stephen G. Kunin, Benefit of Prior-Filed Application, USPTO Official Gazette Mar. 18, 2003. The USPTO further has provided forms for the Application Data Sheet which allow automatic loading of bibliographic data but which require identification of each application as a continuation, continuation-in-part, or divisional of a parent application. The present Applicant Entity (hereinafter “Applicant”) has provided above a specific reference to the application(s) from which priority is being claimed as recited by statute. Applicant understands that the statute is unambiguous in its specific reference language and does not require either a serial number or any characterization, such as “continuation” or “continuation-in-part,” for claiming priority to U.S. patent applications. Notwithstanding the foregoing, Applicant understands that the USPTO's computer programs have certain data entry requirements, and hence Applicant has provided designation(s) of a relationship between the present application and its parent application(s) as set forth above and in any ADS filed in this application, but expressly points out that such designation(s) are not to be construed in any way as any type of commentary and/or admission as to whether or not the present application contains any new matter in addition to the matter of its parent application(s).

If the listings of applications provided above are inconsistent with the listings provided via an ADS, it is the intent of the Applicant to claim priority to each application that appears in the Priority Applications section of the ADS and to each application that appears in the Priority Applications section of this application.

All subject matter of the Priority Applications and the Related Applications and of any and all parent, grandparent, great-grandparent, etc. applications of the Priority Applications and the Related Applications, including any priority claims, is incorporated herein by reference to the extent such subject matter is not inconsistent herewith.

SUMMARY

In one or more various aspects, a method includes, but is not limited to, receiving a request for transporting one or more end users towards a destination location, providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In various implementations, at least one of the facilitating or directing is performed by a machine or article of manufacture. In addition to the foregoing, other method aspects are described in the claims, drawings, and text forming a part of the disclosure set forth herein.

In one or more various aspects, one or more related systems may be implemented in machines, compositions of matter, or manufactures of systems, limited to patentable subject matter under 35 U.S.C. 101. The one or more related systems may include, but are not limited to, circuitry and/or programming for effecting the herein-referenced method aspects. The circuitry and/or programming may be virtually any combination of hardware, software, and/or firmware configured to effect the herein-referenced method aspects depending upon the design choices of the system designer, and limited to patentable subject matter under 35 USC 101.

In one or more various aspects, a system includes, but is not limited to, means for receiving a request for transporting one or more end users towards a destination location, means for providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and means for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In addition to the foregoing, other system aspects are described in the claims, drawings, and text forming a part of the disclosure set forth herein.

In one or more various aspects, a system includes, but is not limited to, circuitry for receiving a request for transporting one or more end users towards a destination location, circuitry for providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and circuitry for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In addition to the foregoing, other system aspects are described in the claims, drawings, and text forming a part of the disclosure set forth herein.

In one or more various aspects, a computer program product, comprising a signal bearing non-transitory storage medium, bearing one or more instructions including, but not limited to, receiving a request for transporting one or more end users towards a destination location, providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg, and directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In addition to the foregoing, other computer program product aspects are described in the claims, drawings, and text forming a part of the disclosure set forth herein.

In one or more various aspects, a system includes, but is not limited to, a travel plan producing module configured to produce a travel plan for facilitating one or more end users to travel to a destination location from a starting location, the travel plan to be produced identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and a transportation vehicle unit guiding module configured to guide the at least one transportation vehicle unit to a rendezvous location to rendezvous with the one or more end users in order to transport the one or more end users over the transport route leg

In addition to the foregoing, various other method and/or system and/or program product aspects are set forth and described in the teachings such as text (e.g., claims and/or detailed description) and/or drawings of the present disclosure.

The foregoing is a summary and thus may contain simplifications, generalizations, inclusions, and/or omissions of detail; consequently, those skilled in the art will appreciate that the summary is illustrative only and is NOT intended to be in any way limiting. Other aspects, features, and advantages of the devices and/or processes and/or other subject matter described herein will become apparent by reference to the detailed description, the corresponding drawings, and/or in the teachings set forth herein.

BRIEF DESCRIPTION OF THE FIGURES

For a more complete understanding of embodiments, reference now is made to the following descriptions taken in connection with the accompanying drawings. The use of the same symbols in different drawings typically indicates similar or identical items, unless context dictates otherwise. The illustrative embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented here.

FIG. 1 illustrates a travel planning network system 10* operating in an exemplary environment

FIG. 2A shows a high-level block diagram of a particular implementation of the travel planning network system 10* of FIG. 1.

FIG. 2B shows another high-level block diagram of another implementation of the travel planning network system 10* of FIG. 1.

FIG. 3A shows another perspective of the request receiving module 202* of FIGS. 2A and 2B (e.g., the request receiving module 202′ of FIG. 2A or the request receiving module 202″ of FIG. 2B) in accordance with various embodiments.

FIG. 3B shows another perspective of the travel plan producing module 204* of FIGS. 2A and 2B (e.g., the travel plan producing module 204′ of FIG. 2A or the travel plan producing module 204″ of FIG. 2B) in accordance with various embodiments.

FIG. 3C shows another perspective of the transportation vehicle unit guiding module 206* of FIGS. 2A and 2B (e.g., the transportation vehicle unit guiding module 206′ of FIG. 2A or the transportation vehicle unit guiding module 206″ of FIG. 2B) in accordance with various embodiments.

FIG. 4A illustrates content of an exemplary travel plan in accordance with some embodiments.

FIG. 4B illustrates content of another exemplary travel plan in accordance with some embodiments.

FIG. 4C illustrates an example graphical representation of a planned travel route for a route leg 1 of FIG. 4B.

FIG. 4D illustrates an example graphical representation of a planned travel route for a route leg 2 of FIG. 4B.

FIG. 4E illustrates an example graphical representation of a planned travel route for a route leg 3 of FIG. 4B.

FIG. 4F illustrates content of still another exemplary travel plan in accordance with some embodiments.

FIG. 4G illustrates content of still another exemplary travel plan in accordance with some embodiments.

FIG. 5 is a high-level logic flowchart of a process, e.g., operational flow 500, according to some embodiments.

FIG. 6A is a high-level logic flowchart of a process depicting alternate implementations of the request receiving operation 502 of FIG. 5.

FIG. 6B is a high-level logic flowchart of a process depicting alternate implementations of the request receiving operation 502 of FIG. 5.

FIG. 6C is a high-level logic flowchart of a process depicting alternate implementations of the request receiving operation 502 of FIG. 5.

FIG. 7A is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7B is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7C is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7D is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7E is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7F is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7G is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7H is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 7I is a high-level logic flowchart of a process depicting alternate implementations of the travel plan providing operation 504 of FIG. 5.

FIG. 8A is a high-level logic flowchart of a process depicting alternate implementations of the transportation vehicle unit directing operation 506 of FIG. 5.

FIG. 8B is a high-level logic flowchart of a process depicting alternate implementations of the transportation vehicle unit directing operation 506 of FIG. 5.

DETAILED DESCRIPTION

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, similar symbols typically identify similar or identical components or items, unless context dictates otherwise. The illustrative embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented here.

Thus, in accordance with various embodiments, computationally implemented methods, systems, circuitry, articles of manufacture, ordered chains of matter, and computer program products are designed to, among other things, provide one or more wearable computing devices for the environment illustrated in FIG. 1.

The claims, description, and drawings of this application may describe one or more of the instant technologies in operational/functional language, for example as a set of operations to be performed by a computer. Such operational/functional description in most instances would be understood by one skilled the art as specifically-configured hardware (e.g., because a general purpose computer in effect becomes a special purpose computer once it is programmed to perform particular functions pursuant to instructions from program software).

Importantly, although the operational/functional descriptions described herein are understandable by the human mind, they are not abstract ideas of the operations/functions divorced from computational implementation of those operations/functions. Rather, the operations/functions represent a specification for the massively complex computational machines or other means. As discussed in detail below, the operational/functional language must be read in its proper technological context, i.e., as concrete specifications for physical implementations.

The logical operations/functions described herein are a distillation of machine specifications or other physical mechanisms specified by the operations/functions such that the otherwise inscrutable machine specifications may be comprehensible to the human mind. The distillation also allows one of skill in the art to adapt the operational/functional description of the technology across many different specific vendors' hardware configurations or platforms, without being limited to specific vendors' hardware configurations or platforms.

Some of the present technical description (e.g., detailed description, drawings, claims, etc.) may be set forth in terms of logical operations/functions. As described in more detail in the following paragraphs, these logical operations/functions are not representations of abstract ideas, but rather representative of static or sequenced specifications of various hardware elements. Differently stated, unless context dictates otherwise, the logical operations/functions will be understood by those of skill in the art to be representative of static or sequenced specifications of various hardware elements. This is true because tools available to one of skill in the art to implement technical disclosures set forth in operational/functional formats—tools in the form of a high-level programming language (e.g., C, java, visual basic, etc.), or tools in the form of Very high speed Hardware Description Language (“VHDL,” which is a language that uses text to describe logic circuits)—are generators of static or sequenced specifications of various hardware configurations. This fact is sometimes obscured by the broad term “software,” but, as shown by the following explanation, those skilled in the art understand that what is termed “software” is a shorthand for a massively complex interchaining/specification of ordered-matter elements. The term “ordered-matter elements” may refer to physical components of computation, such as assemblies of electronic logic gates, molecular computing logic constituents, quantum computing mechanisms, etc.

For example, a high-level programming language is a programming language with strong abstraction, e.g., multiple levels of abstraction, from the details of the sequential organizations, states, inputs, outputs, etc., of the machines that a high-level programming language actually specifies. See, e.g., Wikipedia, High-level programming language, http://en.wikipedia.org/wiki/High-level_programming language (as of Jun. 5, 2012, 21:00 GMT). In order to facilitate human comprehension, in many instances, high-level programming languages resemble or even share symbols with natural languages. See, e.g., Wikipedia, Natural language, http://en.wikipedia.org/wiki/Natural_language (as of Jun. 5, 2012, 21:00 GMT).

It has been argued that because high-level programming languages use strong abstraction (e.g., that they may resemble or share symbols with natural languages), they are therefore a “purely mental construct” (e.g., that “software”—a computer program or computer programming—is somehow an ineffable mental construct, because at a high level of abstraction, it can be conceived and understood in the human mind). This argument has been used to characterize technical description in the form of functions/operations as somehow “abstract ideas.” In fact, in technological arts (e.g., the information and communication technologies) this is not true.

The fact that high-level programming languages use strong abstraction to facilitate human understanding should not be taken as an indication that what is expressed is an abstract idea. In fact, those skilled in the art understand that just the opposite is true. If a high-level programming language is the tool used to implement a technical disclosure in the form of functions/operations, those skilled in the art will recognize that, far from being abstract, imprecise, “fuzzy,” or “mental” in any significant semantic sense, such a tool is instead a near incomprehensibly precise sequential specification of specific computational machines—the parts of which are built up by activating/selecting such parts from typically more general computational machines over time (e.g., clocked time). This fact is sometimes obscured by the superficial similarities between high-level programming languages and natural languages. These superficial similarities also may cause a glossing over of the fact that high-level programming language implementations ultimately perform valuable work by creating/controlling many different computational machines.

The many different computational machines that a high-level programming language specifies are almost unimaginably complex. At base, the hardware used in the computational machines typically consists of some type of ordered matter (e.g., traditional external linking devices (e.g., transistors), deoxyribonucleic acid (DNA), quantum devices, mechanical switches, optics, fluidics, pneumatics, optical devices (e.g., optical interference devices), molecules, etc.) that are arranged to form logic gates. Logic gates are typically physical devices that may be electrically, mechanically, chemically, or otherwise driven to change physical state in order to create a physical reality of Boolean logic.

Logic gates may be arranged to form logic circuits, which are typically physical devices that may be electrically, mechanically, chemically, or otherwise driven to create a physical reality of certain logical functions. Types of logic circuits include such devices as multiplexers, registers, arithmetic logic units (ALUs), computer memory, etc., each type of which may be combined to form yet other types of physical devices, such as a central processing unit (CPU)—the best known of which is the microprocessor. A modern microprocessor will often contain more than one hundred million logic gates in its many logic circuits (and often more than a billion transistors). See, e.g., Wikipedia, Logic gates, http://en.wikipedia.org/wiki/Logic_gates (as of Jun. 5, 2012, 21:03 GMT).

The logic circuits forming the microprocessor are arranged to provide a microarchitecture that will carry out the instructions defined by that microprocessor's defined Instruction Set Architecture. The Instruction Set Architecture is the part of the microprocessor architecture related to programming, including the native data types, instructions, registers, addressing modes, memory architecture, interrupt and exception handling, and external Input/Output. See, e.g., Wikipedia, Computer architecture, http://en.wikipedia.org/wiki/Computer_architecture (as of Jun. 5, 2012, 21:03 GMT).

The Instruction Set Architecture includes a specification of the machine language that can be used by programmers to use/control the microprocessor. Since the machine language instructions are such that they may be executed directly by the microprocessor, typically they consist of strings of binary digits, or bits. For example, a typical machine language instruction might be many bits long (e.g., 32, 64, or 128 bit strings are currently common). A typical machine language instruction might take the form “11110000101011110000111100111111” (a 32 bit instruction).

It is significant here that, although the machine language instructions are written as sequences of binary digits, in actuality those binary digits specify physical reality. For example, if certain semiconductors are used to make the operations of Boolean logic a physical reality, the apparently mathematical bits “1” and “0” in a machine language instruction actually constitute shorthand that specifies the application of specific voltages to specific wires. For example, in some semiconductor technologies, the binary number “1” (e.g., logical “1”) in a machine language instruction specifies around +5 volts applied to a specific “wire” (e.g., metallic traces on a printed circuit board) and the binary number “0” (e.g., logical “0”) in a machine language instruction specifies around −5 volts applied to a specific “wire.” In addition to specifying voltages of the machines' configuration, such machine language instructions also select out and activate specific groupings of logic gates from the millions of logic gates of the more general machine. Thus, far from abstract mathematical expressions, machine language instruction programs, even though written as a string of zeros and ones, specify many, many constructed physical machines or physical machine states.

Machine language is typically incomprehensible by most humans (e.g., the above example was just ONE instruction, and some personal computers execute more than two billion instructions every second). See, e.g., Wikipedia, Instructions per second, http://en.wikipedia.org/wiki/Instructions_per_second (as of Jun. 5, 2012, 21:04 GMT). Thus, programs written in machine language—which may be tens of millions of machine language instructions long—are incomprehensible. In view of this, early assembly languages were developed that used mnemonic codes to refer to machine language instructions, rather than using the machine language instructions' numeric values directly (e.g., for performing a multiplication operation, programmers coded the abbreviation “mult,” which represents the binary number “011000” in MIPS machine code). While assembly languages were initially a great aid to humans controlling the microprocessors to perform work, in time the complexity of the work that needed to be done by the humans outstripped the ability of humans to control the microprocessors using merely assembly languages.

At this point, it was noted that the same tasks needed to be done over and over, and the machine language necessary to do those repetitive tasks was the same. In view of this, compilers were created. A compiler is a device that takes a statement that is more comprehensible to a human than either machine or assembly language, such as “add 2+2 and output the result,” and translates that human understandable statement into a complicated, tedious, and immense machine language code (e.g., millions of 32, 64, or 128 bit length strings). Compilers thus translate high-level programming language into machine language.

This compiled machine language, as described above, is then used as the technical specification which sequentially constructs and causes the interoperation of many different computational machines such that humanly useful, tangible, and concrete work is done. For example, as indicated above, such machine language—the compiled version of the higher-level language—functions as a technical specification which selects out hardware logic gates, specifies voltage levels, voltage transition timings, etc., such that the humanly useful work is accomplished by the hardware.

Thus, a functional/operational technical description, when viewed by one of skill in the art, is far from an abstract idea. Rather, such a functional/operational technical description, when understood through the tools available in the art such as those just described, is instead understood to be a humanly understandable representation of a hardware specification, the complexity and specificity of which far exceeds the comprehension of most any one human. With this in mind, those skilled in the art will understand that any such operational/functional technical descriptions—in view of the disclosures herein and the knowledge of those skilled in the art—may be understood as operations made into physical reality by (a) one or more interchained physical machines, (b) interchained logic gates configured to create one or more physical machine(s) representative of sequential/combinatorial logic(s), (c) interchained ordered matter making up logic gates (e.g., interchained electronic devices (e.g., transistors), DNA, quantum devices, mechanical switches, optics, fluidics, pneumatics, molecules, etc.) that create physical reality representative of logic(s), or (d) virtually any combination of the foregoing. Indeed, any physical object which has a stable, measurable, and changeable state may be used to construct a machine based on the above technical description. Charles Babbage, for example, constructed the first computer out of wood and powered by cranking a handle.

Thus, far from being understood as an abstract idea, those skilled in the art will recognize a functional/operational technical description as a humanly-understandable representation of one or more almost unimaginably complex and time sequenced hardware instantiations. The fact that functional/operational technical descriptions might lend themselves readily to high-level computing languages (or high-level block diagrams for that matter) that share some words, structures, phrases, etc. with natural language simply cannot be taken as an indication that such functional/operational technical descriptions are abstract ideas, or mere expressions of abstract ideas. In fact, as outlined herein, in the technological arts this is simply not true. When viewed through the tools available to those of skill in the art, such functional/operational technical descriptions are seen as specifying hardware configurations of almost unimaginable complexity.

As outlined above, the reason for the use of functional/operational technical descriptions is at least twofold. First, the use of functional/operational technical descriptions allows near-infinitely complex machines and machine operations arising from interchained hardware elements to be described in a manner that the human mind can process (e.g., by mimicking natural language and logical narrative flow). Second, the use of functional/operational technical descriptions assists the person of skill in the art in understanding the described subject matter by providing a description that is more or less independent of any specific vendor's piece(s) of hardware.

The use of functional/operational technical descriptions assists the person of skill in the art in understanding the described subject matter since, as is evident from the above discussion, one could easily, although not quickly, transcribe the technical descriptions set forth in this document as trillions of ones and zeroes, billions of single lines of assembly-level machine code, millions of logic gates, thousands of gate arrays, or any number of intermediate levels of abstractions. However, if any such low-level technical descriptions were to replace the present technical description, a person of skill in the art could encounter undue difficulty in implementing the disclosure, because such a low-level technical description would likely add complexity without a corresponding benefit (e.g., by describing the subject matter utilizing the conventions of one or more vendor-specific pieces of hardware). Thus, the use of functional/operational technical descriptions assists those of skill in the art by separating the technical descriptions from the conventions of any vendor-specific piece of hardware.

In view of the foregoing, the logical operations/functions set forth in the present technical description are representative of static or sequenced specifications of various ordered-matter elements, in order that such specifications may be comprehensible to the human mind and adaptable to create many various hardware configurations. The logical operations/functions disclosed herein should be treated as such, and should not be disparagingly characterized as abstract ideas merely because the specifications they represent are presented in a manner that one of skill in the art can readily understand and apply in a manner independent of a specific vendor's hardware implementation.

Those having skill in the art will recognize that the state of the art has progressed to the point where there is little distinction left between hardware, software, and/or firmware implementations of aspects of systems; the use of hardware, software, and/or firmware is generally (but not always, in that in certain contexts the choice between hardware and software can become significant) a design choice representing cost vs. efficiency tradeoffs. Those having skill in the art will appreciate that there are various vehicles by which processes and/or systems and/or other technologies described herein can be effected (e.g., hardware, software, and/or firmware), and that the preferred vehicle will vary with the context in which the processes and/or systems and/or other technologies are deployed. For example, if an implementer determines that speed and accuracy are paramount, the implementer may opt for a mainly hardware and/or firmware vehicle; alternatively, if flexibility is paramount, the implementer may opt for a mainly software implementation; or, yet again alternatively, the implementer may opt for some combination of hardware, software, and/or firmware in one or more machines, compositions of matter, and articles of manufacture, limited to patentable subject matter under 35 USC 101. Hence, there are several possible vehicles by which the processes and/or devices and/or other technologies described herein may be effected, none of which is inherently superior to the other in that any vehicle to be utilized is a choice dependent upon the context in which the vehicle will be deployed and the specific concerns (e.g., speed, flexibility, or predictability) of the implementer, any of which may vary. Those skilled in the art will recognize that optical aspects of implementations will typically employ optically-oriented hardware, software, and or firmware.

In some implementations described herein, logic and similar implementations may include software or other control structures. Electronic circuitry, for example, may have one or more paths of electrical current constructed and arranged to implement various functions as described herein. In some implementations, one or more media may be configured to bear a device-detectable implementation when such media holds or transmits device detectable instructions operable to perform as described herein. In some variants, for example, implementations may include an update or modification of existing software or firmware, or of gate arrays or programmable hardware, such as by performing a reception of or a transmission of one or more instructions in relation to one or more operations described herein. Alternatively or additionally, in some variants, an implementation may include special-purpose hardware, software, firmware components, and/or general-purpose components executing or otherwise invoking special-purpose components. Specifications or other implementations may be transmitted by one or more instances of tangible transmission media as described herein, optionally by packet transmission or otherwise by passing through distributed media at various times.

Alternatively or additionally, implementations may include executing a special-purpose instruction sequence or invoking circuitry for enabling, triggering, coordinating, requesting, or otherwise causing one or more occurrences of virtually any functional operations described herein. In some variants, operational or other logical descriptions herein may be expressed as source code and compiled or otherwise invoked as an executable instruction sequence. In some contexts, for example, implementations may be provided, in whole or in part, by source code, such as C++, or other code sequences. In other implementations, source or other code implementation, using commercially available and/or techniques in the art, may be compiled//implemented/translated/converted into a high-level descriptor language (e.g., initially implementing described technologies in C or C++ programming language and thereafter converting the programming language implementation into a logic-synthesizable language implementation, a hardware description language implementation, a hardware design simulation implementation, and/or other such similar mode(s) of expression). For example, some or all of a logical expression (e.g., computer programming language implementation) may be manifested as a Verilog-type hardware description (e.g., via Hardware Description Language (HDL) and/or Very High Speed Integrated Circuit Hardware Descriptor Language (VHDL)) or other circuitry model which may then be used to create a physical implementation having hardware (e.g., an Application Specific Integrated Circuit). Those skilled in the art will recognize how to obtain, configure, and optimize suitable transmission or computational elements, material supplies, actuators, or other structures in light of these teachings.

Those skilled in the art will recognize that it is common within the art to implement devices and/or processes and/or systems, and thereafter use engineering and/or other practices to integrate such implemented devices and/or processes and/or systems into more comprehensive devices and/or processes and/or systems. That is, at least a portion of the devices and/or processes and/or systems described herein can be integrated into other devices and/or processes and/or systems via a reasonable amount of experimentation. Those having skill in the art will recognize that examples of such other devices and/or processes and/or systems might include—as appropriate to context and application—all or part of devices and/or processes and/or systems of (a) an air conveyance (e.g., an airplane, rocket, helicopter, etc.), (b) a ground conveyance (e.g., a car, truck, locomotive, tank, armored personnel carrier, etc.), (c) a building (e.g., a home, warehouse, office, etc.), (d) an appliance (e.g., a refrigerator, a washing machine, a dryer, etc.), (e) a communications system (e.g., a networked system, a telephone system, a Voice over IP system, etc.), (f) a business entity (e.g., an Internet Service Provider (ISP) entity such as Comcast Cable, Qwest, Southwestern Bell, etc.), or (g) a wired/wireless services entity (e.g., Sprint, Cingular, Nextel, etc.), etc.

In certain cases, use of a system or method may occur in a territory even if components are located outside the territory. For example, in a distributed computing context, use of a distributed computing system may occur in a territory even though parts of the system may be located outside of the territory (e.g., relay, server, processor, signal-bearing medium, transmitting computer, receiving computer, etc. located outside the territory).

A sale of a system or method may likewise occur in a territory even if components of the system or method are located and/or used outside the territory. Further, implementation of at least part of a system for performing a method in one territory does not preclude use of the system in another territory

In a general sense, those skilled in the art will recognize that the various embodiments described herein can be implemented, individually and/or collectively, by various types of electro-mechanical systems having a wide range of electrical components such as hardware, software, firmware, and/or virtually any combination thereof, limited to patentable subject matter under 35 U.S.C. 101; and a wide range of components that may impart mechanical force or motion such as rigid bodies, spring or torsional bodies, hydraulics, electro-magnetically actuated devices, and/or virtually any combination thereof. Consequently, as used herein, “electro-mechanical system” includes, but is not limited to, electrical circuitry operably coupled with a transducer (e.g., an actuator, a motor, a piezoelectric crystal, a Micro Electro Mechanical System (MEMS), etc.), electrical circuitry having at least one discrete electrical circuit, electrical circuitry having at least one integrated circuit, electrical circuitry having at least one application specific integrated circuit, electrical circuitry forming a general purpose computing device configured by a computer program (e.g., a general purpose computer configured by a computer program which at least partially carries out processes and/or devices described herein, or a microprocessor configured by a computer program which at least partially carries out processes and/or devices described herein), electrical circuitry forming a memory device (e.g., forms of memory (e.g., random access, flash, read only, etc.)), electrical circuitry forming a communications device (e.g., a modem, communications switch, optical-electrical equipment, etc.), and/or any non-electrical analog thereto, such as optical or other analogs (e.g., graphene based circuitry). Those skilled in the art will also appreciate that examples of electro-mechanical systems include, but are not limited to, a variety of consumer electronics systems, medical devices, as well as other systems such as motorized transport systems, factory automation systems, security systems, and/or communication/computing systems. Those skilled in the art will recognize that electro-mechanical as used herein is not necessarily limited to a system that has both electrical and mechanical actuation except as context may dictate otherwise.

In a general sense, those skilled in the art will recognize that the various aspects described herein which can be implemented, individually and/or collectively, by a wide range of hardware, software, firmware, and/or any combination thereof can be viewed as being composed of various types of “electrical circuitry.” Consequently, as used herein “electrical circuitry” includes, but is not limited to, electrical circuitry having at least one discrete electrical circuit, electrical circuitry having at least one integrated circuit, electrical circuitry having at least one application specific integrated circuit, electrical circuitry forming a general purpose computing device configured by a computer program (e.g., a general purpose computer configured by a computer program which at least partially carries out processes and/or devices described herein, or a microprocessor configured by a computer program which at least partially carries out processes and/or devices described herein), electrical circuitry forming a memory device (e.g., forms of memory (e.g., random access, flash, read only, etc.)), and/or electrical circuitry forming a communications device (e.g., a modem, communications switch, optical-electrical equipment, etc.). Those having skill in the art will recognize that the subject matter described herein may be implemented in an analog or digital fashion or some combination thereof.

Those skilled in the art will recognize that at least a portion of the devices and/or processes described herein can be integrated into an image processing system. Those having skill in the art will recognize that a typical image processing system generally includes one or more of a system unit housing, a video display device, memory such as volatile or non-volatile memory, processors such as microprocessors or digital signal processors, computational entities such as operating systems, drivers, application programs, one or more interaction devices (e.g., a touch pad, a touch screen, an antenna, etc.), and/or control systems including feedback loops and control motors (e.g., feedback for sensing lens position and/or velocity; control motors for moving/distorting lenses to give desired focuses). An image processing system may be implemented utilizing suitable commercially available components, such as those typically found in digital still systems and/or digital motion systems.

Those skilled in the art will recognize that at least a portion of the devices and/or processes described herein can be integrated into a data processing system. Those having skill in the art will recognize that a data processing system generally includes one or more of a system unit housing, a video display device, memory such as volatile or non-volatile memory, processors such as microprocessors or digital signal processors, computational entities such as operating systems, drivers, graphical user interfaces, and application programs, one or more interaction devices (e.g., a touch pad, a touch screen, an antenna, etc.), and/or control systems including feedback loops and control motors (e.g., feedback for sensing position and/or velocity; control motors for moving and/or adjusting components and/or quantities). A data processing system may be implemented utilizing suitable commercially available components, such as those typically found in data computing/communication and/or network computing/communication systems.

Those skilled in the art will recognize that at least a portion of the devices and/or processes described herein can be integrated into a mote system. Those having skill in the art will recognize that a typical mote system generally includes one or more memories such as volatile or non-volatile memories, processors such as microprocessors or digital signal processors, computational entities such as operating systems, user interfaces, drivers, sensors, actuators, application programs, one or more interaction devices (e.g., an antenna USB ports, acoustic ports, etc.), control systems including feedback loops and control motors (e.g., feedback for sensing or estimating position and/or velocity; control motors for moving and/or adjusting components and/or quantities). A mote system may be implemented utilizing suitable components, such as those found in mote computing/communication systems. Specific examples of such components entail such as Intel Corporation's and/or Crossbow Corporation's mote components and supporting hardware, software, and/or firmware.

For the purposes of this application, “cloud” computing may be understood as described in the cloud computing literature. For example, cloud computing may be methods and/or systems for the delivery of computational capacity and/or storage capacity as a service. The “cloud” may refer to one or more hardware and/or software components that deliver or assist in the delivery of computational and/or storage capacity, including, but not limited to, one or more of a client, an application, a platform, an infrastructure, and/or a server. The cloud may refer to any of the hardware and/or software associated with a client, an application, a platform, an infrastructure, and/or a server. For example, cloud and cloud computing may refer to one or more of a computer, a processor, a storage medium, a router, a switch, a modem, a virtual machine (e.g., a virtual server), a data center, an operating system, a middleware, a firmware, a hardware back-end, a software back-end, and/or a software application. A cloud may refer to a private cloud, a public cloud, a hybrid cloud, and/or a community cloud. A cloud may be a shared pool of configurable computing resources, which may be public, private, semi-private, distributable, scaleable, flexible, temporary, virtual, and/or physical. A cloud or cloud service may be delivered over one or more types of network, e.g., a mobile communication network, and the Internet.

As used in this application, a cloud or a cloud service may include one or more of infrastructure-as-a-service (“IaaS”), platform-as-a-service (“PaaS”), software-as-a-service (“SaaS”), and/or desktop-as-a-service (“DaaS”). As a non-exclusive example, IaaS may include, e.g., one or more virtual server instantiations that may start, stop, access, and/or configure virtual servers and/or storage centers (e.g., providing one or more processors, storage space, and/or network resources on-demand, e.g., EMC and Rackspace). PaaS may include, e.g., one or more software and/or development tools hosted on an infrastructure (e.g., a computing platform and/or a solution stack from which the client can create software interfaces and applications, e.g., Microsoft Azure). SaaS may include, e.g., software hosted by a service provider and accessible over a network (e.g., the software for the application and/or the data associated with that software application may be kept on the network, e.g., Google Apps, SalesForce). DaaS may include, e.g., providing desktop, applications, data, and/or services for the user over a network (e.g., providing a multi-application framework, the applications in the framework, the data associated with the applications, and/or services related to the applications and/or the data over the network, e.g., Citrix). The foregoing is intended to be exemplary of the types of systems and/or methods referred to in this application as “cloud” or “cloud computing” and should not be considered complete or exhaustive.

One skilled in the art will recognize that the herein described components (e.g., operations), devices, objects, and the discussion accompanying them are used as examples for the sake of conceptual clarity and that various configuration modifications are contemplated. Consequently, as used herein, the specific exemplars set forth and the accompanying discussion are intended to be representative of their more general classes. In general, use of any specific exemplar is intended to be representative of its class, and the non-inclusion of specific components (e.g., operations), devices, and objects should not be taken as limiting.

The herein described subject matter sometimes illustrates different components contained within, or connected with, different other components. It is to be understood that such depicted architectures are merely exemplary, and that in fact many other architectures may be implemented which achieve the same functionality. In a conceptual sense, any arrangement of components to achieve the same functionality is effectively “associated” such that the desired functionality is achieved. Hence, any two components herein combined to achieve a particular functionality can be seen as “associated with” each other such that the desired functionality is achieved, irrespective of architectures or intermedial components. Likewise, any two components so associated can also be viewed as being “operably connected” or “operably coupled” to each other to achieve the desired functionality, and any two components capable of being so associated can also be viewed as being “operably couplable” to each other to achieve the desired functionality. Specific examples of operably couplable include, but are not limited, to physically mateable and/or physically interacting components, and/or wirelessly interactable, and/or wirelessly interacting components, and/or logically interacting, and/or logically interactable components.

To the extent that formal outline headings are present in this application, it is to be understood that the outline headings are for presentation purposes, and that different types of subject matter may be discussed throughout the application (e.g., device(s)/structure(s) may be described under process(es)/operations heading(s) and/or process(es)/operations may be discussed under structure(s)/process(es) headings and/or descriptions of single topics may span two or more topic headings). Hence, any use of formal outline headings in this application is for presentation purposes, and is not intended to be in any way limiting.

Throughout this application, examples and lists are given, with parentheses, the abbreviation “e.g.,” or both. Unless explicitly otherwise stated, these examples and lists are merely exemplary and are non-exhaustive. In most cases, it would be prohibitive to list every example and every combination. Thus, smaller, illustrative lists and examples are used, with focus on imparting understanding of the claim terms rather than limiting the scope of such terms.

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations are not expressly set forth herein for sake of clarity.

One skilled in the art will recognize that the herein described components (e.g., operations), devices, objects, and the discussion accompanying them are used as examples for the sake of conceptual clarity and that various configuration modifications are contemplated. Consequently, as used herein, the specific exemplars set forth and the accompanying discussion are intended to be representative of their more general classes. In general, use of any specific exemplar is intended to be representative of its class, and the non-inclusion of specific components (e.g., operations), devices, and objects should not be taken as limiting.

Although one or more users may be shown and/or described herein as a single illustrated figure, those skilled in the art will appreciate that one or more users may be representative of one or more human users, robotic users (e.g., computational entity), and/or substantially any combination thereof (e.g., a user may be assisted by one or more robotic agents) unless context dictates otherwise. Those skilled in the art will appreciate that, in general, the same may be said of “sender” and/or other entity-oriented terms as such terms are used herein unless context dictates otherwise.

In some instances, one or more components may be referred to herein as “configured to,” “configured by,” “configurable to,” “operable/operative to,” “adapted/adaptable,” “able to,” “conformable/conformed to,” etc. Those skilled in the art will recognize that such terms (e.g. “configured to”) generally encompass active-state components and/or inactive-state components and/or standby-state components, unless context requires otherwise.

In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, similar symbols typically identify similar or identical components or items, unless context dictates otherwise. The illustrative embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented here.

One of the newest trends in the field of transportation/commuting particularly in urban settings is the development of transportation networking services provided by web-based companies such as Uber and Lyft that allow users to retain drivers/vehicles for transportation serves through, for example, mobile applications. The increasingly popularity of such ridesharing services have already made some of the early entrants in this new field household names. As with many new technological ventures, the functionalities provided through such services are somewhat limited. However there appears to be ample opportunities for adding new and value adding functionalities to such services (as well as to more traditional transportation services such as Taxi services) in order to provide more robust transportation networking systems.

In accordance with various embodiments, systems and methods are provided that are designed to, among other things, receive a request for transporting one or more end users towards a destination location; provide a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg; and direct the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. In some embodiments, the request that may be received may be a request that specifically requests for the travel plan for traveling to the destination location. In some other embodiments, however, the request that may be received may be a request that specifically requests for transportation for at least a portion of the overall trip to the destination location.

In various embodiments, the systems and methods, in addition to being designed to provide or generate a travel plan for one or more end users to reach a destination location from a starting location, may be designed to determine when and where will at least one transportation vehicle unit be rendezvousing with the one or more end users in order to transport the one or more end users over at least one leg (herein “route leg”) of the travel plan, and to accordingly direct the at least one transportation vehicle unit (e.g., a passenger vehicle with a robotic or human driver) to rendezvous with the one or more end users in order to transport the one or more end users over the at least one route leg of the travel plan. For purposes of the following description, a “travel plan” may be in reference to a scheme or a blueprint for one or more end users to reach a destination location from a starting location (which, in some cases, may be the current location of the one or more end users).

In various embodiments, a travel plan may identify two or more route legs including the mode or modes of transportation (e.g., transportation vehicle unit, walking, bicycling, ferry, mass transit, and so forth) used for traveling over the two or more different route legs. In some cases, a travel plan may identify a rendezvous location and/or rendezvous time for one or more end users to rendezvous with at least one transportation vehicle unit for transport over at least a portion of at least one route leg of the travel plan. In some cases, a travel plan may provide a planned travel route (e.g., a detailed traveling plan that identifies specific streets, roads, shipping lanes, turns, travel distances, and so forth) for traveling at least a portion (e.g., a route leg) of the overall travel route between the starting location and the destination location. Note that in various embodiments, a planned travel route is not limited to planned routes through city streets/highways but instead may also be related to planned routes over shipping lanes, walking/bicycle trails, and so forth.

As briefly described above, in some embodiments, a travel plan may identify at least a rendezvous location and/or rendezvous time for one or more end users to rendezvous with at least one transportation vehicle unit in order to be transported over at least a portion of at least one route leg of the travel plan. In some cases, the location[s] of the one or more end users relative to the rendezvous location, as well as the location of the at least one transportation vehicle unit, may be monitored prior to the at least one transportation vehicle unit and the one or more end users reaching the rendezvous location. Such monitoring may be done in order to, for example, direct the “best” transportation vehicle unit to the rendezvous location (e.g., in some cases, may want to send to the rendezvous location the transportation vehicle unit that is nearest to the rendezvous location just before the rendezvous time) or to determine whether the original travel plan should be modified (e.g., when the one or more end users or the at least one transportation vehicle unit appears not to be able to be at the rendezvous location at the rendezvous time in accordance with the travel plan). That is, in some cases, it may be preferable not to select/direct a transportation vehicle unit to a rendezvous location to rendezvous with one or more end users until the one or more end users are detected as being relatively near the rendezvous location. In other cases, however, a transportation vehicle unit may have been pre-assigned or directed to rendezvous with the one or more end users well before the one or more end users are near the rendezvous location.

In some embodiments, a travel plan may call for (e.g., plan or schedule for) multiple transportation vehicle units to transport the one or more end users over different route legs of a travel plan. Note that for purposes of this description, a route leg of a travel plan that calls for a transportation vehicle unit to transport one or more end users over at least a portion of the route leg may be referred to herein as a “transport route leg.” Also for purposes of the following description, a “transportation vehicle unit” may include at least a transportation vehicle and a human or robotic driver. A transportation vehicle, for purposes of this description, may be in reference to a passenger automobile (e.g., gas or electrical vehicle) that is not assigned to do a set route[s] like metro buses or commuter trains. In some cases, a transportation vehicle unit may further include a transport computing device (a dedicated computing device or a general purpose mobile device such as a Smartphone or a tablet computer running one or more specialized applications) for, among other things, receiving directives/instructions for rendezvousing with and transporting one or more end users in accordance with a travel plan.

Turning now to FIG. 1, which illustrates a travel planning network system 10* operating in an exemplary environment 100. In various embodiments, the various operations and functionalities to be described herein may be implemented by the travel planning network system 10*. The travel planning network system 10* may be a network system such as server or workstation, or a plurality of network devices such as servers, workstations, storage, and so forth (e.g., “the cloud”). Note that for purposes of the following description “*” represents a wildcard. Thus, references in the following description to, for example, “travel planning network system 10*” may be in reference to the travel planning network system 10′ of FIG. 2A, as well as to the travel planning network system 10″ of FIG. 2B, which are two different implementations of the travel planning network system 10* of FIG. 1.

As further illustrated in FIG. 1, the travel planning network system 10* may communicate with one or more end user devices 14, one or more transportation vehicle units 20* (e.g., transportation vehicle unit 20 a and transportation vehicle unit 20 b), and/or one or more third party systems 18 via one or more wireless and/or wired networks 16. The one or more wireless and/or wired networks 16 may comprise of, for example, one or more of a local area network (LAN), metropolitan area network (MAN), a wireless local area network (WLAN), a personal area network (PAN), a Worldwide Interoperability for Microwave Access (WiMAX), public switched telephone network (PTSN), a general packet radio service (GPRS) network, a cellular network, a Client/Server network, a virtual private network (VPN), and so forth.

In various embodiments, an end user device 14 may be associated with one or more end users 12. An end user device 14 may be a mobile device (e.g., a Smartphone or tablet computer) or a personal computer (e.g., a laptop computer, a desktop computer, a workstation, and so forth). Although not depicted in FIG. 1, in various embodiments, the travel planning network system 10* may communicate with a transportation vehicle unit 20* (which may comprise of a transportation vehicle and a robotic or human driver) via a transport computing device (e.g., a dedicated computing device or a general purpose mobile device such as a Smartphone or tablet computer) associated with the transportation vehicle unit 20* (or associated with a driver of the transportation vehicle unit 20*).

In various embodiments, the travel planning network system 10* may communicate with one or more third party systems 18 in order to obtain certain information (e.g., weather, traffic conditions, ferry or metro schedules, train schedules) and/or for making certain reservations (e.g., ferry or train reservations) from one or more third parties. Such information may be useful for facilitating the travel planning network system 10* for providing or generating travel plans for reaching destination locations. That is, in various embodiments, the travel planning network system 10* may be designed to provide (or produce) a travel plan for facilitating one or more end users 12 to travel to a destination location from a starting location, the travel plan to be provided or produced identifying at least two route legs including at least one transport route leg that calls for (e.g., plans for) at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg.

In some cases, the providing or producing of the travel plan may be in response to the travel planning network system 10* receiving from an end user device 14 a request for transporting the one or more end users 12 towards a destination location. In some cases, such a received request may be a request that specifically requests for a travel plan for traveling to the destination location, while in other cases, such a request may specifically request for transportation for at least a portion of the overall trip to the destination location. In some embodiments, at least a portion or portions of the provided travel plan may be transmitted to an end user device 14 and/or to a transportation vehicle unit 20* (e.g., to a transport computing device) in order to at least notify the one or more end users 12 and the transportation vehicle unit 20* as to the rendezvous location and/or rendezvous time for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* in order to be transported over at least a portion of a transport route leg of the provided travel plan.

Based, at least in part, on the provided travel plan, the travel planning network system 10* may direct or guide a transportation vehicle unit 20* to a rendezvous location to rendezvous with the one or more end users 12 in order to transport the one or more end users 12 over at least a portion of a transport route leg of the provided travel plan. In some cases, the travel planning network system 10* may direct or guide a transportation vehicle unit 20* to a rendezvous location by transmitting to the transportation vehicle unit 20* (via transport computing device such as a Smartphone or a dedicated computing device) directives or instructions that instructs the transportation vehicle unit 20* to go to the rendezvous location immediately, at a designated time, or by a specified deadline.

In some embodiments, the directives or instructions that may be transmitted may simply indicate the address of the rendezvous location and/or the rendezvous time (e.g., the planned passenger pickup time). In some embodiments, the directives or instructions that may be transmitted to the transportation vehicle unit 20* may be in the form of a request that requests the transportation vehicle unit 20* to rendezvous with the one or more end users 12. Such a request may provide certain information related to the one or more end users 12 including identification information of at least one of the one or more end users 12 and/or ratings of the at least one of the one or more end users 12 provided by drivers who have previously transported the at least one of the one or more end users 12.

Referring now to FIGS. 2A and 2B, which illustrate two block diagrams representing two different implementations of the travel planning network system 10* of FIG. 1. In particular, and as will be further described herein, FIG. 2A illustrates a travel planning network system 10′ that is the “hardwired” or “hard” implementation of the travel planning network system 10* that can implement the operations and processes to be described herein. The travel planning network system 10′ includes certain logic modules including a request receiving module 202′, a travel plan producing module 204′ and a transportation vehicle unit guiding module 206′ that are implemented using purely hardware or circuitry components (e.g., application specific integrated circuit (or ASIC). In contrast, FIG. 2B illustrates a travel planning network system 10″ that is the “soft” implementation of the travel planning network system 10′ of FIG. 2A in which certain logic modules including a request receiving module 202″, a travel plan producing module 204″ and a transportation vehicle unit guiding module 206″ are implemented using programmable electronic circuitry (e.g., one or more processors 230 including one or more microprocessors, controllers, etc.) executing one or more programming instructions (e.g., software).

The embodiments of the travel planning network system 10* illustrated in FIGS. 2A and 2B (e.g., the travel planning network system 10′ of FIG. 2A and the travel planning network system 10″ of FIG. 2B) are two extreme implementations of the travel planning network system 10* in which all of the logic modules (e.g., the request receiving module 202′, the travel plan producing module 204′ and the transportation vehicle unit guiding module 206′) are implemented using purely hardware solutions (e.g., circuitry such as ASIC) as illustrated in FIG. 2A or in which all of the logic modules (e.g., the request receiving module 202″, the travel plan producing module 204″ and the transportation vehicle unit guiding module 206″) are implemented using software solutions (e.g., programmable instructions being executed by programmable circuitry such as field programmable gate array (FPGA) or one or more processors) as illustrated in FIG. 2B. Since there are many ways of combining hardware, software, and/or firmware in order to implement the various logic modules (e.g., the request receiving module 202*, the travel plan producing module 204* and the transportation vehicle unit guiding module 206*), only the two extreme implementations (e.g., the purely hardware solution as illustrated in FIG. 2A and the software solution of FIG. 2B) are illustrated here. It should be noted here that with respect to the “soft” implementation illustrated in FIG. 2B, hardware in the form of programmable circuitry such as one or more processors 230 (or FPGA) are still needed in order to execute the software. Further details related to the two implementations of travel planning network system 10* illustrated in FIGS. 2A and 2B will be provided in greater detail below.

In some instances, one or more components may be referred to herein as “configured to,” “configured by,” “configurable to,” “operable/operative to,” “adapted/adaptable,” “able to,” “conformable/conformed to,” “designed to,” etc. Those skilled in the art will recognize that such terms (e.g., “configured to”) generally encompass active-state components and/or inactive-state components and/or standby-state components, unless context requires otherwise.

Referring particularly now to FIG. 2A, which illustrates that the travel planning network system 10′ in addition to the request receiving module 202′, the travel plan producing module 204′ and the transportation vehicle unit guiding module 206′ may further include one or more processors 230 (e.g., microprocessors, controllers, and so forth), a network interface 240 (network interface card or NIC), and/or memory 220. In various embodiments, memory 220 may comprise of volatile and/or non-volatile memory. In some embodiments, memory 220 may comprise of one or more of mass storage device, read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), cache memory such as random access memory (RAM), flash memory, synchronous random access memory (SRAM), dynamic random access memory (DRAM), and/or other types of memory devices. In some embodiments, the memory 220 may be employed to store a variety of programming instructions (e.g., software) and data including previously provided travel plans, ferry and/or mass transit schedules, end user preferences including vehicle and/or driver preferences, driver preferences including geographic preferences, and so forth.

Turning now to FIG. 2B, which illustrates a travel planning network system 10″ in which certain logic modules (the request receiving module 202″, the travel plan producing module 204″ and the transportation vehicle unit guiding module 206″) are implemented using one or more processors 230. In addition, the travel planning network system 10″ may further include a memory 220 and a network interface 240 similar to the travel planning network system 10′ of FIG. 2A.

In various embodiments the request receiving module 202* of FIG. 2A or 2B (e.g., the request receiving module 202′ of FIG. 2A or the request receiving module 202″ of FIG. 2B) may be configured to, among other things, receive a request for transporting one or more end users 12 towards a destination location. In contrast, the travel plan producing module 204* of FIG. 2A or 2B (e.g., the travel plan producing module 204′ of FIG. 2A or the travel plan producing module 204″ of FIG. 2B) may be configured to, among other things, produce or provide a travel plan for facilitating one or more end users 12 to travel to a destination location from a starting location, the travel plan to be produced or provided identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg. Meanwhile, the transportation vehicle unit guiding module 206* of FIG. 2A or 2B (e.g., the transportation vehicle unit guiding module 206′ of FIG. 2A or the transportation vehicle unit guiding module 206″ of FIG. 2B) may be configured to, among other things, guide or direct the at least one transportation vehicle unit 20* to a rendezvous location to rendezvous with the one or more end users 12 in order to transport the one or more end users 12 over the transport route leg.

Referring now to FIG. 3A illustrating a particular implementation of the request receiving module 202* (e.g., the request receiving module 202′ or the request receiving module 202″) of FIG. 2A or 2B. As illustrated, the request receiving module 202* may include one or more sub-logic modules in various alternative implementations. For example, in various embodiments, the request receiving module 202* may further include an end user preference data receiving module 302. Specific details related to the request receiving module 202* as well as the above-described sub-module of the request receiving module 202* will be provided below with respect to the operations and processes to be described herein.

FIG. 3B illustrates a particular implementation of the travel plan producing module 204* (e.g., the travel plan producing module 204′ or the travel plan producing module 204″) of FIG. 2A or 2B. As illustrated, the travel plan producing module 204* may include one or more sub-logic modules in various alternative implementations. For example, in various embodiments, the travel plan producing module 204* may further include a travel plan creating module 304, which may further include a distance minimizing travel plan creating module 306, a travel time minimizing travel plan creating module 308, a travel cost minimizing travel plan creating module 310, a multiple factors travel plan creating module 312, a mass transit/ferry preference compliant travel plan creating module 314, a walking/bicycling preference compliant travel plan creating module 316, a geographic preference compliant travel plan creating module 318, and/or a rendezvous location ascertaining module 318 (which may further include a rendezvous time estimating module 322), a travel plan transmitting module 324 (which may further include a rendezvous data transmitting module 326 and/or a planned travel route data transmitting module 328), a modified travel plan transmitting module 330, and/or an alternative option transmitting module 332. Specific details related to the travel plan producing module 204″ as well as the above-described sub-modules of the travel plan producing module 204* will be provided below with respect to the operations and processes to be described herein.

Turning now to FIG. 3C illustrating a particular implementation of the transportation vehicle unit guiding module 206* (e.g., the transportation vehicle unit guiding module 206′ or the transportation vehicle unit guiding module 206″) of FIG. 2A or 2B. As illustrated, the transportation vehicle unit guiding module 206* may include one or more sub-logic modules in various alternative implementations. For example, in various embodiments, the transportation vehicle unit guiding module 206* may further include an instruction transmitting module 340 (which may further include a transportation information transmitting module 342), a request transmitting module 344, a confirmation receiving module 346, an end user detecting module 348, and/or a transportation vehicle unit detecting module 350. Specific details related to the transportation vehicle unit guiding module 206″ as well as the above-described sub-modules of the transportation vehicle unit guiding module 206* will be provided below with respect to the operations and processes to be described herein.

Referring now to FIG. 4A, which illustrates the type of data that may be included in an exemplary travel plan 400 a that may be provided/produced by the travel planning network system 10* of FIG. 2A or 2B. The example travel plan 400 a may be a plan to facilitate one or more end users 12 to travel from a starting location (e.g., “213 Elm St., Bainbridge Island, Wash.”) to a destination location (e.g., “1425 Bellevue Way, Bellevue, Wash.”), the travel plan 400 a having multiple route legs including at least one route leg (“transport route leg”)—route leg 3 in FIG. 4A—that calls for a transportation vehicle unit 20* to transport the one or more end users 12 over at least a portion of the transport route leg (e.g., “route leg 3” of FIG. 4A). As illustrated, the example travel plan 400 a may identify the starting location (which may or may not be the current location of one of the one or more end users 12 as provided, for example, by a GPS of an end user device 14), a destination location, and in some cases a preferred arrival time (e.g., the latest time that the one or more end users 12 may wish to arrive at the destination location—generally most people prefer to arrive early rather than late).

The travel plan 400 a may further indicate a planned starting time (e.g., “8:05 AM” in FIG. 4A) for starting the planned trip from the starting location in order to reach the destination location by the preferred arrival time. Note that included at the bottom of the travel plan 400 a of FIG. 4A is the estimated arrival time (e.g., “10:25 AM”) at the destination location if the travel plan 400 a is followed by the one or more end users 12. The travel plan 400 a, as further illustrated, may identify the different route legs (e.g., route leg 1, route leg 2, and route leg 3) that the travel plan 400 a may include. The mode of transportation (e.g., walking, ferry, and transportation vehicle unit) for each of the identified route legs may also be identified by the travel plan 400 a. Note that route leg 3 in FIG. 4A is a “transport route leg” because it calls for transportation vehicle unit 20* for transporting the one or more end users 12 over at least a portion of the route leg (e.g., route leg 3).

As illustrated in FIG. 4A, the example travel plan 400 a further identifies for each route leg, a route leg starting point (or “route leg pickup point” for route leg 3), a route leg end point, travel time for the corresponding leg, and the expected arrival time at the route leg end point. Note that the example travel plan 400 a includes other information related to the various route legs. For example, identifying the ferry (e.g., “8:40 Ferry”), and vehicle and driver information related to the transportation vehicle unit 20* called for by route leg 3. Note that the various headings (e.g., “Route Leg 1,” “Mode:”, and so forth) and subheading (e.g., “Route Leg Starting Point:” “Route Leg End Point:” and so forth) illustrated in FIG. 4A are not necessarily in an actual travel plan. That is, these headings and subheadings are provided in the travel plan 400 a of FIG. 4A (as well as in the travel plans 400 b, 400 f, and 400 g of FIGS. 4B, 4F and 4G) merely to facilitate the reader in understanding the type of information that may be included in a travel plan 400* (e.g., travel plan 400 a, 400 b, 400 f and 400 g of FIG. 4A, 4B, 4F, or 4G). Thus, an actual plan to travel to a destination location may not look anything like the example travel plan 400 a of FIG. 4A (or like the travel plans 400 b, 400 f and 400 g of FIGS. 4B, 4F, and 4G). Instead, the exemplary travel plan 400 a of FIG. 4A (as well as the travel plans 400 b, 400 f and 400 g of FIGS. 4B, 4F, and 4G) are merely presented herein in order to show the type of information that may be included in a travel plan 400*.

As will be further illustrated, in some cases, a plan to travel to a destination location, such as the travel plan 400 a of FIG. 4A, may provide specific detailed routing information that indicates, for example, turn-by-turn and street-by-street routing information for traveling at least partway to a destination location. Referring now to FIG. 4B, which illustrates another exemplary travel plan 400 b with specific routing information for traveling at least partway (e.g., a route leg) to a destination location. The exemplary travel plan 400 b is similar to the travel plan 400 a of FIG. 4A except that for route leg 1, the travel plan 400 b includes specific planned routing information in the form of planned travel route 420 b, which provides street-by-street, turn-by-turn routing information for traveling from the “route leg starting point” of route leg 1 to the “route leg end point” of route leg 1. Note that the planned travel route 420 b for route leg 1 of FIG. 4B is in textual form. In other implementations, however, a planned travel route 420* that identifies a detailed route of at least a portion of a route leg may be in graphical form (see, for example, planned travel route 420 c, 420 d, and 420 e of FIGS. 4C, 4D, and 4E).

Referring now to FIGS. 4C, 4D, and 4E, which illustrates planned travel routes 420*, in graphical form, for each of the route legs (e.g., route leg 1, route leg 2, and route leg 3) of travel plan 400 b of FIG. 4B and which may be included in the travel plan 400 b. These planned travel routes 420* may be useful in determining whether the one or more end users 12 are traveling as planned and in accordance with the travel plan 400 b (e.g., whether the one or more end users 12 will be able to reach a rendezvous location for rendezvousing with a transportation vehicle unit 20* on time and in accordance with the travel plan 400 b). Turning particularly now to FIG. 4C, which depicts a planned travel route 420 c for route leg 1 of the travel plan 400 b of FIG. 4B. The planned travel route 420 c, in one sense, is merely the graphical version of the planned travel route 420 b of FIG. 4B. In addition, other information may be provided with the planned travel route 420 c including route leg starting point 424 c, route leg end point 426 c, intermediate locations 421 c along the planned travel route 420 c and the preferred intermediate arrival times 422 c (e.g., the scheduled or planned arrival times at intermediate locations in order to reach the route leg end point and to transition to the next leg, (e.g., get on a ferry, on time) for each of the intermediate locations 421 c along the planned travel route 420 c.

Referring now to FIG. 4D, which illustrates a planned travel route 420 d (in graphical from) for route leg 2 of the travel plan 400 b of FIG. 4B. The planned travel route 420 d is actually the ferry route for the 8:40 ferry called for by route leg 2 of travel plan 400 b of FIG. 4B. Other information may also be provided with the planned travel route 420 d including, the route leg starting point 424 d, route leg end point 426 d, intermediate locations 421 d along the planned travel route 420 d and the preferred intermediate arrival times 422 d for each of the intermediate locations 421 d.

Turning now to FIG. 4E, which illustrates a planned travel route 420 e (in graphical form) for route leg 3 (e.g., “transport route leg” that calls for a transportation vehicle unit 20* to transport the one or more end users 12) of the travel plan 400 b of FIG. 4B. The planned travel route 420 e is the planned route for a transportation vehicle unit 20* to transport the one or more end users 12 to a route leg end point 426 e (which is also the final destination location for the travel plan 400 b). Other information may also be provided with the planned travel route 420 e including, the route leg starting point 424 e, route leg end point 426 e, intermediate locations 421 e along the planned travel route 420 e and the preferred intermediate arrival times 422 e for each of the intermediate locations 421 e.

The intermediate locations 421* and their associated preferred intermediate arrival times 422* of each of the planned travel routes 420* of FIGS. 4C, 4D, and 4E may be useful particularly in connection with location information of the one or more end users 12. That is, the monitored location or locations of the one or more end users 12 (via GPS of the end user device 14) when the one or more end users 12 are traveling to the destination location may be compared to the intermediate location 421* and the associated preferred intermediate arrival times 422* of the planned travel routes 420* in order to determine whether the one or more end users 12 are moving along the planned travel routes 420* on time. And if a determination is made that the one or more end users 12 have deviated from the planned travel routes 420* (because the one or more end users 12 are arriving late at the intermediate locations 421), then adjustments may be made to the travel plan 400 b (e.g., change the rendezvous location or rendezvous time for a transportation vehicle unit 20* to rendezvous with the one or more end users 12 for route leg 3).

In addition, the location or locations of the one or more end users 12 (via GPS of the end user device 14) when the one or more end users 12 are traveling to the destination location may be monitored and compared to the planned travel routes 420* in order to determine when to direct a transportation vehicle unit 20* to the rendezvous location for rendezvousing with the one or more end users 12. That is, in some embodiments, it may be preferable not to contact a transportation vehicle unit 20* to direct the transportation vehicle unit 20* to the rendezvous location unless the one or more end users 12 are in the proximity of the rendezvous location (e.g., the one or more end users 12 are 15 minutes away from the rendezvous location).

Referring now to FIG. 4F, which illustrates another exemplary travel plan 400 f that may be provided for the return trip from the trip undertaken when the travel plan 400 a or 400 b of FIG. 4A or 4B was executed by the one or more end users 12. Note that because this is for a return trip, the first route leg (e.g., route leg 1) is the transport route leg that calls for a transportation vehicle unit 20* to transport the one or more end users 12 from the starting location (e.g., “1425 Bellevue Way, Bellevue, Wash.”) to a route leg end point (e.g., Ferry Terminal Entrance at 1233 Alaskan Way). The route leg 1 of the travel plan 400 f is planned such that the scheduled transportation vehicle unit 20* called for by route leg 1 will rendezvous with the one or more end users 12 at the appropriate time and to transport the one or more end users 12 on time so that they will be on time to be able to catch the 5:00 PM ferry to Bainbridge Island, which is the second route leg (e.g., “route leg 2”) of the travel plan 400 f.

FIG. 4G illustrates yet another exemplary travel plan 400 g. In this example, the travel plan 400 g calls for two different transportation vehicle units 20* to transport one or more end users 12 over two different route legs (e.g., route leg 1 and route leg 2). Note that included in the travel plan 400 g is certain information related to the transportation vehicle units scheduled to rendezvous with the one or more end users 12 including vehicle model, make, driver information, and license number. Also indicated by the travel plan 400 g are schedule pickup times and expected or estimated arrival times at the route leg end point (or estimated arrival time at destination location).

In the following, various operations associated with the above described travel planning network system 10* (e.g., the travel planning network system 10′ of FIG. 2A or the travel planning network system 10″ of FIG. 2B) will be presented in accordance with various alternative embodiments. FIG. 5, for example, illustrates an operational flow 500 representing example computationally-implemented operations that may be implemented for, among other things, providing, which may be in response to receiving a request for transporting one or more end users towards a destination location, a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs, and directing at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over at least one of the at least two route legs of the travel plan.

In FIG. 5 and in the following figures that include various examples of operational flows, discussions and explanations will be provided with respect to the travel planning network system 10* described above and as illustrated in FIGS. 2A, 2B, 3A, 3B, and 3C, and/or with respect to other examples (e.g., as provided in FIGS. 1, 4A, 4B, 4C, 4D, 4E, 4F, and 4G) and contexts. However, it should be understood that the operational flows may be executed in a number of other environments and contexts, and/or in modified versions of FIGS. 1, 2A, 2B, 3A, 3B, 3C, 4A, 4B, 4C, 4D, 4E, 4F, and/or 4G. Also, although the various operational flows are presented in the sequence(s) illustrated, it should be understood that the various operations may be performed in orders other than those which are illustrated, or may be performed concurrently.

Further, in FIG. 5 and in the figures to follow thereafter, various operations may be depicted in a box-within-a-box manner. Such depictions may indicate that an operation in an internal box may comprise an optional example embodiment of the operational step illustrated in one or more external boxes. However, it should be understood that internal box operations may be viewed as independent operations separate from any associated external boxes and may be performed in any sequence with respect to all other illustrated operations, or may be performed concurrently. Still further, these operations illustrated in FIG. 5 as well as the other operations to be described herein are performed by at least one of a machine, an article of manufacture, or a composition of matter unless indicated otherwise.

For ease of understanding, the flowcharts are organized such that the initial flowcharts present implementations via an example implementation and thereafter the following flowcharts present alternate implementations and/or expansions of the initial flowchart(s) as either sub-component operations or additional component operations building on one or more earlier-presented flowcharts. Those having skill in the art will appreciate that the style of presentation utilized herein (e.g., beginning with a presentation of a flowchart(s) presenting an example implementation and thereafter providing additions to and/or further details in subsequent flowcharts) generally allows for a rapid and easy understanding of the various process implementations. In addition, those skilled in the art will further appreciate that the style of presentation used herein also lends itself well to modular and/or object-oriented program design paradigms.

In any event, after a start operation, the operational flow 500 of FIG. 5 may move to a request receiving operation 502 for receiving a request for transporting one or more end users towards a destination location. For instance, and as illustration, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B (e.g., the request receiving module 202′ of FIG. 2A or the request receiving module 202″ of FIG. 2B) receiving a request that requests that one or more end users 12 are transported at least partway towards a destination location. In various embodiments, the request that may be received may be a request that specifically requests for a travel plan for traveling to the destination location. In some other embodiments, however, the request that may be received may be a request that specifically requests for transportation for at least a portion of the overall trip to the destination location.

Operational flow 500 may also include a travel plan providing operation 504 for providing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg. For instance, the travel plan producing module 204* (e.g., the travel plan producing module 204′ of FIG. 2A or the travel plan producing module 204″ of FIG. 2B) of the travel planning network system 10* of FIG. 2A or 2B providing or producing a travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location, the travel plan 400* identifying at least two route legs including at least one transport route leg (e.g., route leg 3 of FIG. 4A or 4B) that calls for (e.g., requires use of or plans for) at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B). In various implementations, the travel plan 400* that may be provided may be developed or created, or alternatively, may be a previously generated travel plan 400* that may be stored in, for example, memory 220 (e.g., when an end user 12 request to be transported towards a destination location from a starting location that was, for example, planned for previously in a previous trip to the destination location.

As further illustrated in FIG. 5, operational flow 500 may further include a transportation vehicle unit directing operation 506 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location in order to transport the one or more end users over the transport route leg. For instance, the transportation vehicle unit guiding module 206* (e.g., the transportation vehicle unit guiding module 206′ of FIG. 2A or the transportation vehicle unit guiding module 206″ of FIG. 2B) of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit 20* (e.g., directing or guiding by transmitting directives or instructions to the at least one transportation vehicle unit 20*) to rendezvous with the one or more end users 12 at a rendezvous location (e.g., a location for the one or more end users 12 to meet the transportation vehicle unit 20*) in order to transport the one or more end users 12 over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B).

As will be described below, the request receiving operation 502, the travel plan providing operation 504, and the transportation vehicle unit directing operation 506 may be executed in a variety of different ways in various alternative implementations. FIGS. 6A, 6B, and 6C, for example, illustrate at least some of the alternative ways that the request receiving operation 502 of FIG. 5 may be executed in various alternative implementations. In some cases, for example, the request receiving operation 502 may include an operation 602 for receiving the request for transporting the one or more end users towards the destination location from an end user device associated with at least one of the one or more end users as illustrated in FIG. 6A. For instance, the request receiving module 202* of the travel planning network system 10* (e.g., the travel planning network system 10′ of FIG. 2A or the travel planning network system 10″ of FIG. 2B) receiving the request for transporting the one or more end users 12 towards the destination location from an end user device 14 (e.g., a Smartphone, a tablet computer, a laptop or desktop computer, and so forth) associated with (e.g., being used by) at least one of the one or more end users 12.

In various implementations, the request receiving operation 502 may include an operation 603 for receiving the request for transporting the one or more end users towards the destination location from one or more wireless and/or wired networks. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving the request for transporting the one or more end users 12 towards the destination location from one or more wireless and/or wired networks 16 (e.g., cellular data network).

In the same or alternative implementations, the request receiving operation 502 may alternatively or additionally include or involve an operation 604 for receiving the request for transporting the one or more end users towards the destination location by receiving a request that identifies the destination location. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving the request for transporting the one or more end users 12 towards the destination location by receiving a request that identifies the destination location (e.g., an address or a name of a landmark). In some cases, the request receiving module 202* may control a network interface 240 in order to receive the request.

In some cases, operation 604 may further include or involve an operation 605 for receiving the request that identifies the destination location by receiving a request that identifies a preferred arrival time at the destination location. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving the request that identifies the destination location by receiving a request that identifies a preferred arrival time (as preferred and indicated by at least one of the one or more end users 12 via the end user device 14) at the destination location.

In the same or alternative implementations, the request receiving operation 502 may alternatively or additionally include or involve an operation 606 for receiving the request for transporting the one or more end users towards the destination location by receiving a request that indicates a starting location for starting a journey to the destination location. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving the request for transporting the one or more end users 12 towards the destination location by receiving a request that indicates a starting location (e.g., may be an address or GPS data) for starting a journey to the destination location.

In the same or alternative implementations, the request receiving operation 502 may alternatively or additionally include or involve an operation 607 for receiving the request for transporting the one or more end users towards the destination location by receiving a request that indicates number of end users to be routed to the destination location. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving the request for transporting the one or more end users 12 towards the destination location by receiving a request that indicates number of end users 12 to be routed to the destination location.

In the same or alternative implementations, the request receiving operation 502 may alternatively or additionally include or involve an operation 608 for receiving a request for transporting the one or more end users towards the destination location including receiving location data that indicates current location of at least one of the one or more end users. For instance, the request receiving module 202* of the travel planning network system 10* of FIG. 2A or 2B receiving a request for transporting the one or more end users 12 towards the destination location including receiving location data (e.g., global positioning system or GPS data) that indicates current location (e.g., end user location at the proximate time that the request was received) of at least one of the one or more end users 12.

Referring now to FIG. 6B, in various implementations, the request receiving operation 502 may include an operation 609 for receiving a request for transporting the one or more end users towards the destination location including receiving end user preference data that indicates one or more transportation vehicle unit preferences of at least one of the one or more end users. For instance, the request receiving module 202* including the end user preference data receiving module 302 (see FIG. 3A) of the travel planning network system 10* of FIG. 2A or 2B receiving a request for transporting the one or more end users 12 towards the destination location including receiving, by the end user preference data receiving module 302, end user preference data that indicates one or more transportation vehicle unit preferences (e.g., preference for a particular type of vehicle) of at least one of the one or more end users 12. In some cases, the end user preference data may have been received previously well before receiving the request. In other cases, however, such data may be received at the same time or subsequent to receiving the request.

As further illustrated in FIG. 6B, in various implementations, operation 609 may further include one or more additional operations including, in some cases, an operation 610 for receiving the end user preference data that indicates the one or more transportation vehicle unit preferences of at least one of the one or more end users by receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving the end user preference data that indicates the one or more transportation vehicle unit preferences of at least one of the one or more end users by receiving end user preference data that indicates one or more driver preferences (e.g., preference that a driver be a non-smoker or does not use perfume/cologne) of at least one of the one or more end users 12.

In some implementations, operation 610 may, in turn, further include an operation 611 for receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users related to preferred rating of a human driver. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users 12 related to preferred rating of a human driver (e.g., end user preference that a human driver having an average rating from other end users that is higher than a certain rating number).

In the same or different implementations, operation 610 may additionally or alternatively include an operation 612 for receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users related to driver gender, driver interests, and/or driver affiliation. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users 12 related to driver gender, driver interests (e.g., New York Jets), and/or driver affiliation (e.g., religious affiliation or school affiliation).

In the same or different implementations, operation 610 may additionally or alternatively include an operation 613 for receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users related to preference for a driver that was specifically pre-approved by at least one of the one or more end users. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more driver preferences of at least one of the one or more end users 12 related to preference for a driver that was specifically pre-approved by at least one of the one or more end users 12. For example, receiving end user preference data that indicates a preference that the driver for a selected transportation vehicle unit 20* (selected for transporting one or more end users 12) be a driver from a list of pre-approved drivers as previously approved by the at least one of the one or more end users 12.

In some implementations, operation 609 may include an operation 614 for receiving the end user preference data that indicates the one or more transportation vehicle unit preferences of at least one of the one or more end users by receiving end user preference data that indicates one or more vehicle preferences of at least one of the one or more end users. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving the end user preference data that indicates the one or more transportation vehicle unit preferences of at least one of the one or more end users 12 by receiving end user preference data that indicates one or more vehicle preferences (e.g., preference for a minivan with extra leg space) of at least one of the one or more end users 12.

In various implementations, the request receiving operation 502 may include an operation 615 for receiving a request for transporting the one or more end users towards the destination location including receiving end user preference data that indicates one or more mass transit or ferry preferences of at least one of the one or more end users. For instance, the request receiving module 202* including the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving a request for transporting the one or more end users 12 towards the destination location including receiving, by the end user preference data receiving module 302, end user preference data that indicates one or more mass transit or ferry preferences (e.g., preference that no city bus be used for transportation if wait for a city bus is more than 15 minutes, preference that only certain ferries be used for transport over water, and so forth) of at least one of the one or more end users 12.

Turning to FIG. 6C, in the same or alternative implementations, the request receiving operation 502 may additionally or alternatively include an operation 616 for receiving a request for transporting the one or more end users towards the destination location including receiving end user preference data that indicates one or more walking or bicycling preferences of at least one of the one or more end users. For instance, the request receiving module 202* including the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving a request for transporting the one or more end users 12 towards the destination location including receiving, by the end user preference data receiving module 302, end user preference data that indicates one or more walking or bicycling preferences (e.g., preference for not walking more than a quarter mile during any leg of a trip) of at least one of the one or more end users 12.

In the same or alternative implementations, the request receiving operation 502 may additionally or alternatively include an operation 617 for receiving a request for transporting the one or more end users towards the destination location including receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users. For instance, the request receiving module 202* including the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving a request for transporting the one or more end users 12 towards the destination location including receiving, by the end user preference data receiving module 302, end user preference data that indicates one or more geographic preferences (e.g., an end user 12 prefers to avoid routes that require the end user 12 to travel over water via, for example, a ferry, or traveling through certain neighborhoods) of at least one of the one or more end users 12.

As further illustrated in FIG. 6C, in various implementations, operation 617 may include one or more additional operations including, in some cases, an operation 618 for receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers to be routed through. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefers to be routed through. For example, an end user 12 may indicate through an end user device 14 (which may transmit such indication to the travel planning network system 10*) that the end user 12 prefers that she be routed through (e.g., via transportation vehicle unit 20* or via other mode of transportation) certain roads or areas at certain times of the day.

In the same or alternative implementations, operation 617 may additionally or alternatively include an operation 619 for receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers not to be routed through. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefer not to be routed through. For example, an end user 12 may indicate through an end user device 14 (which may transmit such indication to the travel planning network system 10*) that the end user 12 prefers that she be routed through certain roads or areas.

In the same or alternative implementations, operation 617 may additionally or alternatively include an operation 620 for receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers to be used for rendezvousing with a transportation vehicle unit. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefers to be used for rendezvousing with a transportation vehicle unit 20*. That is, in some cases, an end user 12 may prefer, for various reasons (e.g., safety, handicap friendly), certain locations for rendezvousing with transportation vehicle unit 20*.

In the same or alternative implementations, operation 617 may additionally or alternatively include an operation 621 for receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers not to be used for rendezvousing with one or more transportation vehicle units. For instance, the end user preference data receiving module 302 of the travel planning network system 10* of FIG. 2A or 2B receiving end user preference data that indicates one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefers not to be used for rendezvousing with one or more transportation vehicle units 20*.

Referring back to the travel plan providing operation 504 of FIG. 5, the travel plan providing operation 504 similar to the request receiving operation 502 of FIG. 5 may be executed in a number of different ways in various alternative embodiments as illustrated, for example, in FIGS. 7A, 7B, 7C, 7D, 7E, 7F, 7G, 7H, and 7I. In some cases, for example, the travel plan providing operation 504 may actually include an operation 721 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location in response, at least in part, to the received request as illustrated in FIG. 7A. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the providing of the travel plan 400* being in response, at least in part, to the received request as received, for example, by the request receiving module 202* of the travel planning network system 10*.

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 722 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan when followed by the one or more end users is designed to get the one or more end users to arrive at the destination location at or before a preferred arrival time. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* when followed by the one or more end users 12 is designed to get the one or more end users 12 to arrive at the destination location at or before a preferred arrival time (e.g., a preferred arrival time as indicated by at least one of the one or more end users 12 via, for example, an end user device 14).

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 723 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan identifying a starting time for starting the travel plan in order to reach the destination location by a preferred arrival time. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* identifying a starting time for starting the travel plan 400* (e.g., a starting time for starting a trip in accordance with the travel plan 400*) in order to reach the destination location by a preferred arrival time (as indicated by at least one of the one or more end users 12 via, for example, an end user device 14).

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 724 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan identifying a planned travel route for traveling at least partway between the starting location and the destination location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* identifying a planned travel route 420* (e.g., a textual or graphical plan for traveling through a particular geographical area) for traveling at least partway (e.g., for traveling a route leg of a travel plan) between the starting location and the destination location.

In some cases, operation 724 may further include an operation 725 for providing the travel plan that identifies the planned travel route, the travel plan further identifying one or more preferred intermediate arrival times that are respectfully associated with each of one or more intermediate locations along the planned travel route, the travel plan designed to facilitate the one or more end users to reach the destination location at proximately a preferred arrival time if the one or more end users arrive at the one or more intermediate locations at proximately the one or more preferred intermediate arrival times. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing the travel plan 400* that identifies the planned travel route 420*, the travel plan 400* further identifying one or more preferred intermediate arrival times 422* (see, for example, FIG. 4C, 4D, or 4E) that are respectfully associated with each of one or more intermediate locations 421* (see, for example, FIG. 4C, 4D, or 4E) along the planned travel route 420*, the travel plan 400* designed to facilitate the one or more end users 12 to reach the destination location at proximately (e.g., before) a preferred arrival time if the one or more end users 12 arrive at the one or more intermediate locations 421* at proximately the one or more preferred intermediate arrival times 422*.

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 726 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan identifying one or more ferries and/or one or more mass transit vehicles for traveling along at least a portion of a route leg. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel towards the destination location from the starting location, the travel plan 400* identifying one or more ferries (e.g., name of ferry or departure time) and/or one or more mass transit vehicles (e.g., bus number or bus route name, which is the way metro buses are often identified) for traveling at least a portion of a route leg.

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 727 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan being at least in partial graphical form. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* to be provided being at least in partial graphical form (e.g., a digital map as illustrated, for example, in FIGS. 4C, 4D, and 4E).

Turning to FIG. 7B, in various implementations, the travel plan providing operation 504 may include an operation 728 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan being at least in partial textual form. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* being at least in partial textual form (e.g., street names and turn by turn instructions as illustrated in, for example, FIG. 4B for route leg 1).

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 729 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location, the travel plan being at least in partial digital form. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location, the travel plan 400* being at least in partial digital form (e.g., digital data readable by a computer device).

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 730 for providing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end user over the transport route leg by providing a travel plan that identifies a rendezvous location and/or rendezvous time for the one or more end users to rendezvous with the transportation vehicle unit in order for the one or more end users to be transported over the transport route leg. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing the travel plan 400* identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end user 12 over the transport route leg by providing (e.g., producing) a travel plan 400* that identifies a rendezvous location and/or rendezvous time for the one or more end users to rendezvous with the transportation vehicle unit 20* in order for the one or more end users 12 to be transported over the transport route leg (e.g., route leg 2 of FIG. 4A or 4B).

As further illustrated in FIG. 7B, in some implementations, operation 730 may further include an operation 731 for providing a travel plan that identifies a rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit in order for the one or more end users to be transported over the transport route leg, the rendezvous location being the same as or proximate to the starting location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan 400 f (see FIG. 4F) that identifies a rendezvous location (see the Route Leg Pickup Point of route leg 1 of FIG. 4F) for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* in order for the one or more end users 12 to be transported over the transport route leg (e.g., transport route leg 1 of FIG. 4F), the rendezvous location being the same as or proximate to (e.g., within ¼ mile of) the starting location (e.g., FIG. 4F identifies a passenger pickup point for route leg 1 as 1425 Bellevue Way, the same as the starting location for the travel plan 400 f). In other words, in this implementation, a transport route leg (e.g., a route leg that requires a transportation vehicle unit 20* for transporting one or more end users 12 over at least a portion of the route leg) is the first sequential route leg of a travel plan (e.g., travel plan 400 f) that requires multiple route legs.

In some implementations, operation 730 may include an operation 732 for providing a travel plan that identifies a rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit in order for the one or more end users to be transported over the transport route leg, the rendezvous location being an intermediate location located between the starting location and the destination location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B) that identifies a rendezvous location (e.g., route leg starting point 424 e of FIG. 4E or the “Ferry Terminal Exit at 1233 Alaskan Way” identified as the pickup location for route leg 3 of FIG. 4A or 4B) for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* in order for the one or more end users 12 to be transported over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B), the rendezvous location being an intermediate location (e.g., route leg starting point 424 e of FIG. 4E) located between the starting location (e.g., route leg starting point 424 c of FIG. 4C or the “213 Elm St. Bainbridge Island, Wash.” indicated as the starting location in FIG. 4A or 4B) and the destination location (e.g., route leg end point 426 e of FIG. 4E or the “1425 Bellevue Way, Bellevue, Wash.” indicated as the destination location in FIG. 4A or 4B).

As further illustrated in FIG. 7B, in some cases, operation 732 may further include an operation 733 for providing a travel plan that identifies the rendezvous location that is an intermediate location located between the starting location and the destination location and a rendezvous time for the one or more end users to rendezvous with the transportation vehicle unit at the rendezvous location in order for the one or more end users to be transported over the transport route leg, the rendezvous time being a planned point or range in time for the one or more end users to rendezvous with the transportation vehicle unit at the rendezvous location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing or producing a travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B) that identifies the rendezvous location (e.g., the “Ferry Terminal Exit at 1233 Alaskan Way” identified as the pickup location for route leg 3 of FIG. 4A or 4B or the route leg starting point 424 e of FIG. 4E) that is an intermediate location located between the starting location (e.g., the “213 Elm St. Bainbridge Island, Wash.” indicated as the starting location in FIG. 4A or 4B or the route leg starting point 424 c of FIG. 4C) and the destination location (e.g., the “1425 Bellevue Way, Bellevue, Wash.” indicated as the destination location in FIG. 4A or 4B or the route leg end point 426 e of FIG. 4E) and a rendezvous time (e.g., the “pickup time: 9:55 AM” as indicated by FIGS. 4A and 4B for route leg 3) for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* at the rendezvous location in order for the one or more end users 12 to be transported over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B), the rendezvous time being a planned point or range in time for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* at the rendezvous location.

Referring now to FIG. 7C, in various implementations, the travel plan providing operation 504 may include an operation 734 for providing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end user over the transport route leg, the travel plan further indicating one or more expected times for completing one or more of the at least two route legs. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* identifying the at least two route legs including the at least one transport route leg (e.g., route leg 3 of FIG. 4A or 4B) that calls for at least one transportation vehicle unit 20* to transport the one or more end user 12 over the transport route leg, the travel plan 400* further indicating one or more expected times (e.g., the expected times may be the amount of time it takes to complete each of the route legs and/or the time of day that each route leg is completed) for completing one or more of the at least two route legs (see, for example, the “expected arrival times” for the various route legs illustrated in FIGS. 4A, 4B, 4F, and 4G).

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 735 for providing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end user over the transport route leg, the travel plan identifying one or more modes of transportation for each of the at least two route legs. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing (e.g., producing) the travel plan 400* identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end user 12 over the transport route leg, the travel plan 400* identifying one or more modes of transportation (e.g., walking, transportation vehicle unit 20*, ferry, mass transit such as metro buses and commuter trains, and so forth) for each of the at least two route legs.

In the same or alternative implementations, the travel plan providing operation 504 may additionally or alternatively include an operation 736 for providing a travel plan identifying at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg and a first route leg that does not call for any transportation vehicle unit to transport the one or more end users over any portion of the first route leg, the at least one transport route leg being a second route leg. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing or producing a travel plan (e.g., travel plan 400 a, 400 b, or 400 f of FIG. 4A, 4B, or 4F) identifying at least two route legs including the at least one transport route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 1 of FIG. 4F) that calls for (e.g., requires use of and/or plans for) at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 1 of FIG. 4F) and a first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F) that does not call for any transportation vehicle unit 20* to transport the one or more end users 12 over any portion of the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F), the at least one transport route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 1 of FIG. 4F) being a second route leg.

As further illustrated in FIG. 7C, in some implementations, operation 736 may actually include or involve an operation 737 for providing a travel plan identifying at least two route legs including the first route leg that does not call for any transportation vehicle unit to transport the one or more end users over any portion of the first route leg and a second route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the second route leg, the first route leg calling for the one or more end users to travel over the first route leg by walking, by bicycling, by mass transit, and/or by ferry. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan (e.g., travel plan 400 a, 400 b, or 400 f of FIG. 4A, 4B, or 4F) identifying at least two route legs including the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F) that does not call for any transportation vehicle unit 20* to transport the one or more end users 12 over any portion of the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F) and a second route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 1 of FIG. 4F) that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the second route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 1 of FIG. 4F), the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F) calling for the one or more end users 12 to travel over the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B, or route leg 2 or 3 of FIG. 4F) by walking, by bicycling, by mass transit, and/or by ferry.

In some implementations, operation 736 may actually include or involve an operation 738 for providing a travel plan identifying at least two route legs including the first route leg that does not call for any transportation vehicle unit to transport the one or more end users over any portion of the first route leg and a second route leg that calls for the at least one transportation vehicle unit to transport the one or more end user over the second route leg, the first route leg preceding the second route leg along an overall travel route for traveling from the starting location to the destination location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B) identifying at least two route legs including the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B) that does not call for any transportation vehicle unit 20* to transport the one or more end users 12 over any portion of the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B) and a second route leg (e.g., route leg 3 of FIG. 4A or 4B) that calls for the at least one transportation vehicle unit 20* to transport the one or more end user 12 over the second route leg (e.g., route leg 3 of FIG. 4A or 4B), the first route leg (e.g., route leg 1 or 2 of FIG. 4A or 4B) preceding the second route leg (e.g., route leg 3 of FIG. 4A or 4B) somewhere along an overall travel route for traveling from the starting location to the destination location.

In some implementations, operation 736 may actually include or involve an operation 739 for providing a travel plan identifying at least two route legs including the first route leg that does not call for any transportation vehicle unit to transport the one or more end users over any portion of the first route leg and a second route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the second route leg, the first route leg immediately following the second route leg along an overall travel route for traveling from the starting location to the destination location. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan (e.g., travel plan 400 f) identifying at least two route legs including the first route leg (e.g., route leg 2 or 3 of FIG. 4F) that does not call for any transportation vehicle unit 20* to transport the one or more end users 12 over any portion of the first route leg (e.g., route leg 2 or 3 of FIG. 4F) and a second route leg (e.g., route leg 1 of FIG. 4F) that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the second route leg (e.g., route leg 1 of FIG. 4F), the first route leg (e.g., route leg 2 or 3 of FIG. 4F) immediately following the second route leg (e.g., route leg 1 of FIG. 4F) along an overall travel route for traveling from the starting location to the destination location.

Turning now to FIG. 7D, in various implementations, the travel plan providing operation 504 may include an operation 740 for providing a travel plan identifying at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end user over the transport route leg and a first route leg that calls for another transportation vehicle unit to transport the one or more end users over the first route leg, the at least one transport route leg being a second route leg. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing or producing a travel plan (e.g., travel plan 400 g of FIG. 4G) identifying at least two route legs including the at least one transport route leg (e.g., route leg 2 of FIG. 4G) that calls for (e.g., requires use of or plans for) at least one transportation vehicle unit 20 a to transport the one or more end user 12 over the transport route leg (e.g., route leg 2 of FIG. 4G) and a first route leg (e.g., route leg 1 of FIG. 4G) that calls for another transportation vehicle unit 20 b to transport the one or more end users 12 over the first route leg (e.g., route leg 1 of FIG. 4G), the at least one transport route leg (e.g., route leg 2 of FIG. 4G) being a second route leg.

In some cases, operation 740 may further include an operation 741 for providing a travel plan identifying at least two route legs including the first route leg that calls for another transportation vehicle unit to transport the one or more end users over the first route leg and a second route leg that calls for the at least one transportation vehicle unit to transport the one or more end user over the second route leg, the first route leg preceding the second route leg along a planned travel route as provided by the travel plan. For instance, the travel plan producing module 204* of the travel planning networking system 10* of FIG. 2A or 2B providing a travel plan (e.g., travel plan 400 g of FIG. 4G) identifying at least two route legs including the first route leg (e.g., route leg 1 of FIG. 4G) that calls for another transportation vehicle unit 20 b to transport the one or more end users 12 over the first route leg (e.g., route leg 1 of FIG. 4G) and a second route leg (e.g., route leg 2 of FIG. 4G) that calls for the at least one transportation vehicle unit 20 a to transport the one or more end user 12 over the second route leg (e.g., route leg 2 of FIG. 4G), the first route leg (e.g., route leg 1 of FIG. 4G) immediately preceding the second route leg (e.g., route leg 2 of FIG. 4G) along a planned travel route as provided by the travel plan (e.g., travel plan 400 g).

In various implementations, the travel plan providing operation 504 may include an operation 742 for providing the travel plan by developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the developed travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg. For instance, the travel plan producing module 204* including the travel plan creating module 304 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B providing or producing the travel plan 400* by having the travel plan creating module 304 develop or create the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location, the developed travel plan 400* identifying the at least two route legs including the at least one transport route leg (e.g., route leg 3 of FIG. 4A or 4B, route leg 1 of FIG. 4F, or route leg 1 or 2 of FIG. 4G) that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg.

In some cases, operation 742 may, in turn, further include an operation 743 for developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location by developing a travel plan that minimizes total travel distance that the one or more end users has to travel to reach the destination location from the starting location. For instance, the travel plan creating module 304 including the distance minimizing travel plan creating module 306 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location by having the distance minimizing travel plan creating module 306 develop or create a travel plan 400* that minimizes total travel distance that the one or more end users 12 has to travel to reach the destination location from the starting location. Note that short-distance algorithms (e.g., Dijkstra's algorithm) are well-known and are frequently employed in order to find the shortest route/path between two points. In some cases, these short-distance algorithms may be applied not just to automobile routes but may also be applied to walking routes, ferry routes, and so forth in order to find the shortest overall routes.

In some implementations, operation 742 may include an operation 744 for developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location by developing a travel plan that minimizes total travel time needed in order for the one or more end users to reach the destination location from the starting location. For instance, the travel plan creating module 304 including the travel time minimizing travel plan creating module 308 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location by having the travel time minimizing travel plan creating module 308 develop or create a travel plan 400* that minimizes total travel time needed in order for the one or more end users 12 to reach the destination location from the starting location. In some cases, the development of the a travel plan 400* that minimizes total travel time may be achieved by generating alternative travel routes (that may employ different modes of transportation) to a destination location from a starting location and selecting from the alternative travel routes the travel route that takes the shortest time to complete based on automobile speed limits, mass transit or ferry speeds, distances of specific legs, traffic conditions along certain corridors, and so forth. Alternatively, a modified version of a short-distance algorithm that takes into account the speed limits, ferry speed, projected completion times of various route legs based on traffic conditions, and so forth, may be employed in order to develop or create a travel plan 400* that minimizes total travel time needed in order to reach the destination location from the starting location.

In some implementations, operation 742 may include an operation 745 for developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location by developing a travel plan that minimizes total travel costs to be incurred in order for the one or more end users to reach the destination location from the starting location. For instance, the travel plan creating module 304 including the travel cost minimizing travel plan creating module 310 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location by having the travel cost minimizing travel plan creating module 310 develop or create a travel plan 400* that minimizes total travel costs to be incurred in order for the one or more end users 12 to reach the destination location from the starting location. In some cases, the development of a travel plan 400* that minimizes total travel costs may be accomplished by determining the costs of different alternative route legs (e.g., using different modes of transportation with different planned travel routes for each route leg) and selecting the combination of travel route legs that will result in the lowest overall travel cost.

In some implementations, operation 742 may include an operation 746 for developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location by developing a travel plan that is developed based on multiple factors including minimizing total travel time needed in order for the one or more end users to reach the destination location from the starting location and minimizing total travel costs to be incurred in order for the one or more end users to reach the destination location from the starting location as illustrated in FIG. 7E. For instance, the travel plan creating module 304 including the multiple factors travel plan creating module 312 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from a starting location by having the multiple factors travel plan creating module 312 develop or create a travel plan 400* that is developed based on multiple factors including minimizing total travel time needed in order for the one or more end users 12 to reach the destination location from the starting location and minimizing total travel costs to be incurred in order for the one or more end users 12 to reach the destination location from the starting location.

In some implementations, operation 742 may include an operation 747 for developing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg by developing a travel plan that complies with one or more mass transit or ferry preferences of at least one of the one or more end users. For instance, the travel plan creating module 304 including the mass transit/ferry preference compliant travel plan creating module 314 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg by having the mass transit/ferry preference compliant travel plan creating module 314 develop or create a travel plan 400* that complies with one or more mass transit or ferry preferences (e.g., preference for using certain ferries that depart at certain times, preference for not using certain ferries or metro bus routes, and so forth) of at least one of the one or more end users 12.

In some implementations, operation 742 may include an operation 748 for developing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg by developing a travel plan that complies with one or more walking or bicycling preferences of at least one of the one or more end users. For instance, the travel plan creating module 304 including the walking/bicycling preference compliant travel plan creating module 316 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the transport route leg by having the walking/bicycling preference compliant travel plan creating module 316 develop or create a travel plan 400* that complies with one or more walking or bicycling preferences (e.g., preference that the end user 12 not walk more than a quarter mile for any route leg) of at least one of the one or more end users 12.

Turning now to FIG. 7F, in various implementations, operation 742 for providing the travel plan by developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the developed travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg may include an operation 749 for developing the travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg by developing a travel plan that complies with one or more geographic preferences of at least one of the one or more end users. For instance, the travel plan creating module 304 including the geographic preference compliant travel plan creating module 318 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end users over the transport route leg by having the geographic preference compliant travel plan creating module 318 develop or create a travel plan 400* that complies with one or more geographic preferences (e.g., a preference that the one or more end users 12 be or not be routed through a particular geographic location/area) of at least one of the one or more end users 12.

As further illustrated in FIG. 7F, in various implementations operation 749 may include one or more additional operations including, in some cases, an operation 750 for developing the travel plan that complies with one or more geographic preferences of at least one of the one or more end users by developing a travel plan that complies with one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers to be routed through. For instance, the geographic preference compliant travel plan creating module 318 of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 by developing or creating a travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users t12 that relate to one or more geographic locations or areas (e.g., preference may be related to a specific street, freeway, city neighborhood, etc.) that the at least one of the one or more end users prefers to be routed through.

In the same or different implementations, operation 749 may additionally or alternatively include an operation 751 for developing the travel plan that complies with one or more geographic preferences of at least one of the one or more end users by developing a travel plan that complies with one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers not to be routed through. For instance, the geographic preference compliant travel plan creating module 318 of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 by developing or creating a travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas (e.g., certain neighborhoods, body of water—avoid ferries, and so forth) that the at least one of the one or more end users prefers not to be routed through.

In the same or different implementations, operation 749 may additionally or alternatively include an operation 752 for developing the travel plan that complies with one or more geographic preferences of at least one of the one or more end users by developing a travel plan that complies with one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers to be used for rendezvousing with a transportation vehicle unit. For instance, the geographic preference compliant travel plan creating module 318 of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 by developing or creating a travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefers to be used for rendezvousing with a transportation vehicle unit 20*. For example, an end user 12 may prefer to be “picked up” at locations that are handicap friendly (e.g., accommodates wheel chairs).

In the same or different implementations, operation 749 may additionally or alternatively include an operation 753 for developing the travel plan that complies with one or more geographic preferences of at least one of the one or more end users by developing a travel plan that complies with one or more geographic preferences of at least one of the one or more end users that relate to one or more geographic locations or areas that the at least one of the one or more end users prefers not to be used for rendezvousing with a transportation vehicle unit. For instance, the geographic preference compliant travel plan creating module 318 of the travel planning networking system 10* of FIG. 2A or 2B developing the travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 by developing or creating a travel plan 400* that complies with one or more geographic preferences of at least one of the one or more end users 12 that relate to one or more geographic locations or areas that the at least one of the one or more end users 12 prefers not to be used for rendezvousing with a transportation vehicle unit 20*. For example, an end user 12 may prefer to avoid using certain locales as a rendezvous location for security reasons (e.g., the end user 12 believes that certain locations are unsafe).

Referring now to FIG. 7G, in some implementations, operation 742 for providing the travel plan by developing the travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the developed travel plan identifying the at least two route legs including the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the transport route leg may actually include an operation 754 for developing a travel plan for facilitating the one or more end users to travel to the destination location from a starting location, the travel plan identifying at least two route legs including at least a first route leg that immediately precedes a second route leg for traveling at least partway between the starting location and the destination location, the second route leg being the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the second route leg. For instance, the travel plan creating module 304 of the travel planning networking system 10* of FIG. 2A or 2B developing a travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B, or travel plan 400 g of FIG. 4G) for facilitating the one or more end users 12 to travel to the destination location from a starting location, the travel plan (e.g., travel plan 400 a, 400 b, or 400 c of FIG. 4A, 4B, or 4C) identifying at least two route legs including at least a first route leg (e.g., route leg 2 of FIG. 4A or 4B, or route leg 1 of FIG. 4G) that immediately precedes a second route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 2 of FIG. 4G) for traveling at least partway between the starting location and the destination location, the second route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 2 of FIG. 4G) being the at least one transport route leg that calls for at least one transportation vehicle unit 20 to transport the one or more end users 12 over the second route leg (e.g., route leg 3 of FIG. 4A or 4B, or route leg 2 of FIG. 4G).

In some implementations, operation 754 may include an operation 755 for developing a travel plan identifying the at least two route legs including at least the first route leg that immediately precedes the second route leg for traveling at least partway between the starting location and the destination location, the second route being the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the second route leg, and the first route leg does not call for any transportation vehicle unit to transport the one or more end users over any portion of the first route leg. For instance, the travel plan creating module 304 of the travel planning networking system 10* of FIG. 2A or 2B developing a travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B) identifying the at least two route legs including at least the first route leg (e.g. route leg 2 of FIG. 4A or 4B) that immediately precedes the second route leg (e.g., route leg 3 of FIG. 4A or 4B) for traveling at least partway between the starting location and the destination location, the second route (e.g., route leg 3 of FIG. 4A or 4B) being the at least one transport route leg that calls for at least one transportation vehicle unit 20* to transport the one or more end users 12 over the second route leg (e.g., route leg 3 of FIG. 4A or 4B), and the first route leg (e.g. route leg 2 of FIG. 4A or 4B) does not call for any transportation vehicle unit 20* to transport the one or more end users 12 over any portion of the first route leg (e.g. route leg 2 of FIG. 4A or 4B).

In some implementations, operation 754 may include an operation 756 for developing a travel plan identifying the at least two route legs including at least the first route leg that immediately precedes the second route leg for traveling at least partway between the starting location and the destination location, the second route leg being the at least one transport route leg that calls for at least one transportation vehicle unit to transport the one or more end users over the second route leg, and the first route leg that calls for another transportation vehicle unit to transport the one or more end users over the first route leg. For instance, the travel plan creating module 304 of the travel planning networking system 10* of FIG. 2A or 2B developing a travel plan (e.g., travel plan 400 g) identifying the at least two route legs including at least the first route leg (e.g., route leg 1 of FIG. 4G) that immediately precedes the second route leg (e.g., route leg 2 of FIG. 4G) for traveling at least partway between the starting location and the destination location, the second route leg (e.g., route leg 2 of FIG. 4G) being the at least one transport route leg that calls for at least one transportation vehicle unit 20 a to transport the one or more end users 12 over the second route leg (e.g., route leg 2 of FIG. 4G), and the first route leg (e.g., route leg 1 of FIG. 4G) that calls for another transportation vehicle unit 20 b to transport the one or more end users 12 over the first route leg (e.g., route leg 1 of FIG. 4G).

In some implementations, operation 754 may include an operation 757 for developing the travel plan including determining a rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit in order to be transported over the second route leg. For instance, the travel plan creating module 304 including the rendezvous location ascertaining module 320 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B developing or creating the travel plan 400* including determining, or ascertaining by the rendezvous location ascertaining module 320, a rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit 20* in order for the one or more end users 12 to be transported over the second route leg (e.g., route leg 3 of FIG. 4A or 4B).

As further illustrated in FIG. 7G, in some implementations, operation 757 may further include an operation 758 for determining the rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit including estimating a rendezvous time for the one or more end users to rendezvous with the transportation vehicle unit at the rendezvous location, the estimating as a result of estimating the amount of time it will take for the one or more end users to travel over the first route leg. For instance, the rendezvous location ascertaining module 320 including the rendezvous time estimating module 322 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B determining the rendezvous location for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* including estimating, by the rendezvous time estimating module 322, a rendezvous time for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* at the rendezvous location, the estimating as a result of estimating (e.g., estimating may be based on ferry schedule, the estimated walking speed of end users, traffic conditions, etc.) the amount of time it will take for the one or more end users 12 to travel over the first route leg (e.g., route leg 2 of FIG. 4A or 4B). In some cases, the estimating may be based on information (e.g., ferry schedules, traffic conditions, mass transit or ferry tracking data, and so forth) that may be provided by a third party system 18 (see FIG. 1).

Turning to FIG. 7H, in various implementations, the travel plan providing operation 504 may include an operation 759 for providing the travel plan for facilitating the one or more end users to travel to the destination location from the starting location including transmitting at least one or more portions of the travel plan. For instance, the travel plan producing module 204* including the travel plan transmitting module 324 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B providing the travel plan 400* for facilitating the one or more end users 12 to travel to the destination location from the starting location including transmitting, by the travel plan transmitting module 324, at least one or more portions (e.g., information that indicates end and starting points of each route leg, information that indicates rendezvous location[s] for rendezvousing with transportation vehicle unit[s], information that indicates rendezvous time for rendezvousing with transportation vehicle unit[s], and so forth) of the travel plan 400*. In various embodiments, the one or more portions of the travel plan 400* may be transmitted via one or more wireless and/or wired networks 16.

As further illustrated in FIG. 7H, in various implementations, operation 759 may further include one or more additional operations including, in some cases, an operation 760 for transmitting at least the one or more portions of the travel plan by transmitting at least the one or more portions of the travel plan directly or indirectly to an end user device associated with at least one of the one or more end users. For instance, the travel plan transmitting module 324 of the travel planning networking system 10* of FIG. 2A or 2B transmitting at least the one or more portions of the travel plan 400* by transmitting at least the one or more portions of the travel plan 400* directly or indirectly to an end user device 14 (e.g., a Smartphone, a tablet computer, a laptop or desktop computer, and so forth) associated with at least one of the one or more end users 12.

In the same or alternative implementations, operation 759 may additionally or alternatively include an operation 761 for transmitting at least the one or more portions of the travel plan by transmitting data that at least identifies a rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit. For instance, the travel plan transmitting module 324 including the rendezvous data transmitting module 326 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting at least the one or more portions of the travel plan 400* by having the rendezvous data transmitting module 326 transmit data that at least identifies a rendezvous location for the one or more end users 12 to rendezvous with the transportation vehicle unit 20*.

In some cases, operation 761 may further include an operation 762 for transmitting the data that at least identifies the rendezvous location for the one or more end users to rendezvous with the transportation vehicle unit including transmitting data that identifies the rendezvous time for the one or more end users to rendezvous with the transportation vehicle unit at the rendezvous location. For instance, the rendezvous data transmitting module 326 of the travel planning networking system 10* of FIG. 2A or 2B transmitting the data that at least identifies the rendezvous location for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* including transmitting data that identifies the rendezvous time (e.g., a point in time or a time range) for the one or more end users 12 to rendezvous with the transportation vehicle unit 20* at the rendezvous location.

In various implementations, operation 759 may include an operation 763 for transmitting at least the one or more portions of the travel plan by transmitting data indicative of a planned travel route for traveling at least one portion of an overall travel route between the starting location and the destination location. For instance, the travel plan transmitting module 324 including the planned travel route data transmitting module 328 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting at least the one or more portions of the travel plan 400* by having the planned travel route data transmitting module 328 transmit data indicative of a planned travel route for traveling at least one portion (e.g., a route leg) of an overall route (e.g., overall travel route that may be fully or partially planned) between the starting location and the destination location.

In some cases, operation 763 may further include an operation 764 for transmitting data indicative of a planned travel route for traveling at least one portion of an overall travel route between the starting location and the destination location by transmitting data indicative of a planned travel route for traveling to a rendezvous location for the one or more end users to rendezvous with the at least one transportation vehicle unit. For instance, t the planned travel route data transmitting module 328 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting data indicative of a planned travel route for traveling at least one portion (e.g., a route leg) of an overall travel route between the starting location and the destination location by transmitting data indicative of a planned travel route (e.g., a planned walking route, a ferry route, a planned transport vehicle unit route, and so forth) for traveling to a rendezvous location for the one or more end users 12 to rendezvous with the at least one transportation vehicle unit 20*.

Referring now to FIG. 7I, in various implementations, the travel plan providing operation 504 may include an operation 765 for transmitting to an end user device associated with at least one of the one or more end users a modified version of the travel plan in response to detecting that the transportation vehicle unit will not be able to transport the one or more end users over the transport route leg as called for by the travel plan. For instance, the modified travel plan transmitting module 330 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting to an end user device 14 associated with at least one of the one or more end users 12 a modified version of the travel plan 400* in response to detecting that the transportation vehicle unit 20* will not be able to transport the one or more end users 12 over the transport route leg as called for by the travel plan 400*. That is, in some implementations, the status (e.g., location and/or passenger status) of a transportation vehicle unit 20* that was assigned to transport one or more end users 12 may be monitored in order to determine whether the transportation vehicle unit 20* will be able to fulfill its obligations of transporting one or more end users 12 in accordance with a travel plan 400*. If it is determined that the transportation vehicle unit 20* is unable to meet its obligations to transport the one or more end users 12 in accordance with the travel plan 400* than a modified version of the travel plan may be provided.

In some implementations, the travel plan providing operation 504 may include an operation 766 for transmitting to an end user device associated with at least one of the one or more end users a modified version of the travel plan in response to detecting that the one or more end users will not be able to rendezvous with the transportation vehicle unit in order to be transported over the transport route leg as called for by the travel plan. For instance, the modified travel plan transmitting module 330 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting to an end user device 14 associated with at least one of the one or more end users 12 a modified version of the travel plan 400* in response to detecting that the one or more end users 12 will not be able to rendezvous with the transportation vehicle unit 20* in order to be transported over the transport route leg as called for by the travel plan 400*. That is, the locations of the one or more end users 12 may be monitored in order to determine whether the one or more end users 12 will be able to rendezvous with the transportation vehicle unit 20* in accordance with a travel plan 400*. If it is determined that the one or more end users 12 are unable to rendezvous with the transportation vehicle unit 20* in accordance with a travel plan 400* then a modified version of the originally provided travel plan 400* may be provided.

In some implementations, the travel plan providing operation 504 may include an operation 767 for transmitting to an end user device associated with at least one of the one or more end users one or more alternative options for traveling over the transport route leg other than being transported over the transport route leg by the at least one transportation vehicle unit when the transportation vehicle unit is detected as not being able to transport the one or more end users over the transport route leg as called for by the travel plan or when the one or more end users are detected as not being able to rendezvous with the transportation vehicle unit in order to be transported over the transport route leg as called for by the travel plan. For instance, the alternative option transmitting module 332 (see FIG. 3B) of the travel planning networking system 10* of FIG. 2A or 2B transmitting to an end user device 14 associated with at least one of the one or more end users 12 one or more alternative options (e.g., walking, using mass transit, or to wait for another transportation vehicle unit when the originally assigned transportation vehicle unit is no longer available) for traveling over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B) other than being transported over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B) by the at least one transportation vehicle unit 20* when the transportation vehicle unit 20* (which was originally assigned to transport the one or more end users 12 over the transport route leg) is detected as not being able to transport the one or more end users 12 over the transport route leg as called for by the travel plan 400* or when the one or more end users 12 are detected as not being able to rendezvous with the transportation vehicle unit 20* in order to be transported over the transport route leg (e.g., route leg 3 of FIG. 4A or 4B) as called for by the travel plan (e.g., travel plan 400 a or 400 b of FIG. 4A or 4B).

Referring back to the transportation vehicle unit directing operation 506 of FIG. 5, the transportation vehicle unit directing operation 506 similar to the request receiving operation 502 and the travel plan providing operation 504 of FIG. 5 may be executed in a number of different ways in various alternative embodiments as illustrated, for example, in FIGS. 8A and 8B. In some cases, for example, the transportation vehicle unit directing operation 506 may actually include an operation 868 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in order to transport the one or more end users over the transport route leg by transmitting one or more instructions that instructs the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location. For instance, the transportation vehicle unit guiding module 206* including the instruction transmitting module 340 (see FIG. 3C) of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location in order to transport the one or more end users 12 over the transport route leg by having the instruction transmitting module 340 transmit one or more instructions (e.g., directives or commands) that instructs the at least one transportation vehicle unit 20* (e.g., that instructs a human or robotic driver of the at least one transportation vehicle unit 20*) to rendezvous with the one or more end users 12 at the rendezvous location. In some cases, the instructions that may be transmitted may simply indicate an address for the rendezvous location and/or a rendezvous time.

In some implementations, operation 868 may further include one or more additional operations including, in some cases, an operation 869 for transmitting one or more instructions that instructs the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location and at a rendezvous time. For instance, the instruction transmitting module 340 of the travel planning network system 10* of FIG. 2A or 2B transmitting one or more instructions that instructs the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location and at a rendezvous time (e.g., a point in time or time range).

In the same or alternative implementations, operation 868 may additionally or alternatively include an operation 870 for transmitting the one or more instructions that instructs the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location by transmitting the one or more instructions to an end user device associated with at least one of the one or more end users. For instance, the instruction transmitting module 340 of the travel planning network system 10* of FIG. 2A or 2B transmitting the one or more instructions that instructs the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at a rendezvous location by transmitting the one or more instructions to an end user device 14 (e.g., a mobile device such as a Smartphone or tablet computer, a laptop computer, a desktop computer, and so forth) associated with at least one of the one or more end users 12.

In the same or alternative implementations, operation 868 may additionally or alternatively include an operation 871 for transmitting the one or more instructions that instructs the at least one transportation vehicle unit to rendezvous with the one or more end users at a rendezvous location including transmitting information that identifies at least mode of transportation used by the one or more end users in order to reach the rendezvous location. For instance, the instruction transmitting module 340 including the transportation information transmitting module 342 (see FIG. 4C) of the travel planning network system 10* of FIG. 2A or 2B transmitting the one or more instructions that instructs the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at a rendezvous location including the transportation information transmitting module 342 transmitting information that identifies at least mode of transportation (e.g., walking, ferry, mass transit, another transportation vehicle unit 20*, and so forth) used by the one or more end users 12 in order to reach the rendezvous location for rendezvousing with the at least one transpiration vehicle unit 20*. In some cases, the information to be transmitted may include information that identifies a ferry that the one or more end users 12 uses to reach the rendezvous location, or information that the one or more end users 12 will be walking to reach the rendezvous location, or information that identifies another transportation vehicle unit 20* used by the one or more end users 12 to reach the rendezvous location.

In some cases, operation 871 may further include an operation 872 for transmitting information that provides information related to another transportation vehicle unit that is transporting the one or more end users to the rendezvous location. For instance, the transportation information transmitting module 342 of the travel planning network system 10* of FIG. 2A or 2B transmitting information that provides information (e.g., GPS data, vehicle number, etc.) related to another transportation vehicle unit 20* that is transporting the one or more end users 12 to the rendezvous location. For example, if the transportation vehicle unit 20 a of FIG. 1A has been assigned to transport the one or more end users 12 for a second route leg of a travel plan 400 g (see FIG. 4), then transmitting to the transportation vehicle unit 20 a information (e.g., vehicle ID including make and model of the transportation vehicle) related to another transportation vehicle unit 20 b (see FIG. 1) that will be bringing the one or more end users 12 to the rendezvous location (“2456 Ash Drive, Tacoma, Wash.” see FIG. 4G) for rendezvousing with the transportation vehicle unit 20 a in order to be transported over the second route leg.

In various implementations, the transportation vehicle unit directing operation 506 may include an operation 873 a for transmitting a request for the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location and a confirmation receiving operation 873 b for receiving a confirmation that the at least one transportation vehicle unit will rendezvous with the one or more end users at the rendezvous location. For instance, the request transmitting module 344 (see FIG. 3C) of the travel planning network system 10* of FIG. 2A or 2B transmitting a request for the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location, and the confirmation receiving module 346 of the travel planning network system 10* of FIG. 2A or 2B receiving a confirmation that the at least one transportation vehicle unit 20* will rendezvous with the one or more end users 12 at the rendezvous location. In various implementations, the request may be transmitted to and the confirmation may be received from a transport computing device (e.g., a general purpose computing device such as a Smartphone running a specialized application, or a dedicated device) that may be associated with the at least one transportation vehicle unit 20* (or the driver of the transportation vehicle unit 20*).

In some cases, operation 873 a for transmitting a request for the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location may actually include or involve an operation 874 for transmitting the request for the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location including transmitting end user information that provides at least one of user identification information or end user rating of at least one of the one or more end users. For instance, the request transmitting module 344 (see FIG. 3C) of the travel planning network system 10* of FIG. 2A or 2B transmitting the request for the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location including transmitting end user information that provides at least one of user identification information (e.g., image of at least one of the one or more end users 12 and/or name of one of the one or more end users 12) and/or end user rating of at least one of the one or more end users 12.

Turning now to FIG. 8B, in various implementations, the transportation vehicle unit directing operation 506 may include an operation 875 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in response, at least in part, to detecting that the one or more end users are within a predefined distance from the rendezvous location. For instance, the transportation vehicle unit guiding module 206* including the end user detecting module 348 (see FIG. 3C) of the travel planning network system 10* of FIG. 2A or 2B directing or guiding (e.g., ordering or instructing) the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location in response, at least in part, to the end user detecting module 348 detecting that the one or more end users 12 are within a predefined distance (e.g., within 1 mile, 2 mile, and so forth) from the rendezvous location.

In the same or alternative implementations, the transportation vehicle unit directing operation 506 may include an operation 876 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in response, at least in part, to estimating that the one or more end users will reach the rendezvous location within a predefined amount of time. For instance, the transportation vehicle unit guiding module 206* including the end user detecting module 348 of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location in response, at least in part, to the end user detecting module 348 estimating that the one or more end users 12 will reach the rendezvous location within a predefined amount of time (e.g., will reach the rendezvous location within 10 minutes).

In some cases, operation 876 may further include an operation 877 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in response, at least in part, to estimating that the one or more end users will reach the rendezvous location within a predefined amount of time and in response, at least in part, on detected current location of the at least one transportation vehicle unit relative to the rendezvous location. For instance, the transportation vehicle unit guiding module 206* including the end user detecting module 348 and the transportation vehicle unit detecting module 350 (see FIG. 3C) of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit 20* o rendezvous with the one or more end users at the rendezvous location in response, at least in part, to the end user detecting module 348 estimating that the one or more end users 12 will reach the rendezvous location within a predefined amount of time and in response, at least in part, on the transportation vehicle unit detecting module 350 detecting the current location of the at least one transportation vehicle unit 20* relative to the rendezvous location. That is, the further away the transportation vehicle unit 20* is to the rendezvous location, the earlier the transportation vehicle unit 20* must be directed to the rendezvous location so that the transportation vehicle unit 20* will have sufficient amount of time to reach the rendezvous location at or before the rendezvous time.

In the same or alternative implementations, the transportation vehicle unit directing operation 506 may include an operation 878 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in response, at least in part, to detecting that at least one of the one or more end users has reached a particular location. For instance, the transportation vehicle unit guiding module 206* including the end user detecting module 348 of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location in response, at least in part, to the end user detecting module 348 detecting that at least one of the one or more end users 12 has reached a particular location (e.g., end user has reached a particular sea port or pier).

As further illustrated in FIG. 8B, in some cases, operation 878 may further include an operation 879 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location in response, at least in part, to detecting that the at least one of the one or more end users has reached a particular location along a planned travel route as provided by the travel plan. For instance, the transportation vehicle unit guiding module 206* including the end user detecting module 348 of the travel planning network system 10* of FIG. 2A or 2B directing the at least one transportation vehicle unit 20* to rendezvous with the one or more end users 12 at the rendezvous location in response, at least in part, to the end user detecting module 348 detecting that the at least one of the one or more end users 12 has reached a particular location along a planned travel route (e.g., the planned travel route 420 c or 420 d of FIG. 4C or 4D) as provided by the travel plan 400*.

In some cases, the transportation vehicle unit directing operation 506 may include an operation 880 for directing the at least one transportation vehicle unit to rendezvous with the one or more end users at the rendezvous location by further directing another transportation vehicle unit to transport the one or more end users to the rendezvous location. For instance, the transportation vehicle unit guiding module 206* of the travel planning network system 10* of FIG. 2A or 2B directing or guiding the at least one transportation vehicle unit (e.g., transportation vehicle unit 20 a of FIG. 1) to rendezvous with the one or more end users 12 at the rendezvous location by further directing another transportation vehicle unit (e.g., transportation vehicle unit 20 b of FIG. 1) to transport the one or more end users 12 to the rendezvous location. For example, FIG. 4G illustrates a travel plan 400 g that calls for two different transportation vehicle units 20* to transport one or more end users 12 for two successive route legs (e.g., route leg 1 and route leg 2).

While particular aspects of the present subject matter described herein have been shown and described, it will be apparent to those skilled in the art that, based upon the teachings herein, changes and modifications may be made without departing from the subject matter described herein and its broader aspects and, therefore, the appended claims are to encompass within their scope all such changes and modifications as are within the true spirit and scope of the subject matter described herein. It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.).

It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to claims containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations).

Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that typically a disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms unless context dictates otherwise. For example, the phrase “A or B” will be typically understood to include the possibilities of “A” or “B” or “A and B.”

With respect to the appended claims, those skilled in the art will appreciate that recited operations therein may generally be performed in any order. Also, although various operational flows are presented in a sequence(s), it should be understood that the various operations may be performed in other orders than those which are illustrated, or may be performed concurrently. Examples of such alternate orderings may include overlapping, interleaved, interrupted, reordered, incremental, preparatory, supplemental, simultaneous, reverse, or other variant orderings, unless context dictates otherwise. Furthermore, terms like “responsive to,” “related to,” or other past-tense adjectives are generally not intended to exclude such variants, unless context dictates otherwise.

This application may make reference to one or more trademarks, e.g., a word, letter, symbol, or device adopted by one manufacturer or merchant and used to identify and/or distinguish his or her product from those of others. Trademark names used herein are set forth in such language that makes clear their identity, that distinguishes them from common descriptive nouns, that have fixed and definite meanings, or, in many if not all cases, are accompanied by other specific identification using terms not covered by trademark. In addition, trademark names used herein have meanings that are well-known and defined in the literature, or do not refer to products or compounds for which knowledge of one or more trade secrets is required in order to divine their meaning. All trademarks referenced in this application are the property of their respective owners, and the appearance of one or more trademarks in this application does not diminish or otherwise adversely affect the validity of the one or more trademarks. All trademarks, registered or unregistered, that appear in this application are assumed to include a proper trademark symbol, e.g., the circle R or bracketed capitalization (e.g., [trademark name]), even when such trademark symbol does not explicitly appear next to the trademark. To the extent a trademark is used in a descriptive manner to refer to a product or process, that trademark should be interpreted to represent the corresponding product or process as of the date of the filing of this patent application.

Throughout this application, the terms “in an embodiment,” ‘in one embodiment,” “in some embodiments,” “in several embodiments,” “in at least one embodiment,” “in various embodiments,” and the like, may be used. Each of these terms, and all such similar terms should be construed as “in at least one embodiment, and possibly but not necessarily all embodiments,” unless explicitly stated otherwise. Specifically, unless explicitly stated otherwise, the intent of phrases like these is to provide non-exclusive and non-limiting examples of implementations of the invention. The mere statement that one, some, or may embodiments include one or more things or have one or more features, does not imply that all embodiments include one or more things or have one or more features, but also does not imply that such embodiments must exist. It is a mere indicator of an example and should not be interpreted otherwise, unless explicitly stated as such.

Those skilled in the art will appreciate that the foregoing specific exemplary processes and/or devices and/or technologies are representative of more general processes and/or devices and/or technologies taught elsewhere herein, such as in the claims filed herewith and/or elsewhere in the present application. 

What is claimed is:
 1. A method of coordinating transport, the method being performed by one or more processors and comprising: receiving, over one or more networks, a request from a mobile device of an end user for transporting the end user towards a destination location from a starting location; generating a travel plan for facilitating the end user to travel to the destination location from the starting location, the travel plan identifying (i) a first route leg corresponding to the end user traveling to a rendezvous location, and (ii) a transport route leg in which a transportation vehicle will transport the end user; before selecting the transportation vehicle and directing the transportation vehicle to the rendezvous location, monitoring a location of the end user on the first route leg using at least one position sensor of the mobile device of the end user; in response to determining a sufficient proximity of the end user to the rendezvous location, selecting the transportation vehicle from a plurality of transportation vehicles based at least in part on a current location of the plurality of transportation vehicles relative to the rendezvous location, wherein determining the sufficient proximity of the end user to the rendezvous location is based on a distance to the rendezvous location; and directing the transportation vehicle to rendezvous with the end user at the rendezvous location at or before an estimated arrival time.
 2. The method of claim 1, wherein determining the sufficient proximity of the end user to the rendezvous location is based on an amount of time to the rendezvous location.
 3. The method of claim 1, wherein the travel plan identifies at least one of a ferry or a mass transit vehicle for traveling along at least a portion of the first route leg, the method further comprising: accessing at least one schedule for the at least one of the ferry or the mass transit vehicle for confirmation of availability of the at least one of the ferry or the mass transit vehicle for transporting the end user.
 4. The method of claim 1, wherein the travel plan identifies a rendezvous time for the end user to rendezvous with the transportation vehicle.
 5. The method of claim 1, wherein the travel plan identifies one or more modes of transportation for the first route leg and the transport route leg.
 6. The method of claim 1, wherein the travel plan identifies at least another route leg that follows the transport route leg along an overall travel route from the starting location to the destination location.
 7. The method of claim 1, wherein the travel plan identifies the transport route leg where the transportation vehicle transports the end user and a second transport route leg that calls for a second transportation vehicle to transport the end user over the second transport route leg.
 8. The method of claim 1, further comprising: determining a minimized total travel cost based on determining a cost of a first travel route from the starting location to the destination location using a first mode of transportation and determining a cost of a second travel route from the starting location to the destination location using a second mode of transportation, wherein the one or more processors select a travel route of the travel plan from the first travel route and the second travel route based on the travel route having a lowest overall travel cost.
 9. The method of claim 1, wherein the travel plan complies with one or more of a walking preference, a bicycling preference, a mass transit preference, or a ferry preference of the end user.
 10. The method of claim 1, wherein the travel plan complies with one or more geographic preferences of the end user that relate to one or more geographic locations or areas that the end user prefers not to be routed through.
 11. The method of claim 1, further comprising: transmitting one or more portions of the travel plan to the mobile device of the end user.
 12. The method of claim 1, further comprising: transmitting, to the mobile device of the end user, a modified version of the travel plan in response to detecting that the transportation vehicle will not be able to transport the end user over the transport route leg as called for by the travel plan.
 13. The method of claim 1, further comprising: transmitting, to the mobile device of the end user, a modified version of the travel plan in response to detecting that the end user will not be able to rendezvous with the transportation vehicle in order to be transported over the transport route leg as called for by the travel plan.
 14. The method of claim 1, wherein detecting the end user on the first route leg comprises: detecting the end user within a predefined distance from the rendezvous location using the at least one position sensor of the mobile device of the end user.
 15. The method of claim 1, wherein the one or more processors direct the transportation vehicle unit to rendezvous with the end user at the rendezvous location in response, at least in part, to detecting, using the at least one position sensor of the mobile device of the end user, that the end user has reached a particular location along the travel plan.
 16. The method of claim 1, further comprising: detecting a current route of the transportation vehicle relative to the rendezvous location; detecting at least one delay associated with the current route of the transportation vehicle relative to the rendezvous location; and transmitting at least one notification to the mobile device of the end user, the at least one notification indicating the at least one delay associated with the current route of the transportation vehicle relative to the rendezvous location.
 17. The method of claim 1, wherein the travel plan facilitates the end user to travel to the destination location from the starting location based on one or more likely traffic conditions.
 18. A system, comprising: at least one processing device; and a memory storing instructions which, when executed by the at least one processing device, cause the at least one processing device to perform operations comprising: receiving, over one or more networks, a request from a mobile device of an end user for transporting the end user towards a destination location from a starting location; generating a travel plan for facilitating the end user to travel to the destination location from the starting location, the travel plan identifying at least (i) a first route leg corresponding to the end user traveling to a rendezvous location, and (ii) a transport route leg in which a transportation vehicle will transport the end user; before selecting the transportation vehicle and directing the transportation vehicle to the rendezvous location, monitoring a location of the end user on the first route leg using at least one position sensor of the mobile device of the end user; in response to determining a sufficient proximity of the end user to the rendezvous location, selecting the transportation vehicle from a plurality of transportation vehicles based at least in part on a current location of the plurality of transportation vehicles relative to the rendezvous location, wherein determining the sufficient proximity of the end user to the rendezvous location is based on a distance to the rendezvous location; and directing the transportation vehicle to rendezvous with the end user at the rendezvous location at or before an estimated arrival time.
 19. The system of claim 18, wherein the operations further comprise: transmitting one or more portions of the travel plan to the mobile device of the end user.
 20. A non-transitory computer-readable medium storing instructions that, when executed by one or more processors, cause the one or more processors to perform operations comprising: receiving, over one or more networks, a request from a mobile device of an end user for transporting the end user towards a destination location from a starting location; generating a travel plan for facilitating the end user to travel to the destination location from the starting location, the travel plan identifying (i) a first route leg corresponding to the end user traveling to a rendezvous location, and (ii) a transport route leg in which a transportation vehicle will transport the end user; before selecting the transportation vehicle and directing the transportation vehicle to the rendezvous location, monitoring a location of the end user on the first route leg using at least one position sensor of the mobile device of the end user; in response to determining a sufficient proximity of the end user to the rendezvous location, selecting the transportation vehicle from a plurality of transportation vehicles based at least in part on a current location of the plurality of transportation vehicles relative to the rendezvous location, wherein determining the sufficient proximity of the end user to the rendezvous location is based on a distance to the rendezvous location; and directing the transportation vehicle to rendezvous with the end user at the rendezvous location at or before an estimated arrival time. 